https://epg.modot.org/api.php?action=feedcontributions&user=Hoskir&feedformat=atomEngineering_Policy_Guide - User contributions [en]2024-03-28T08:22:53ZUser contributionsMediaWiki 1.33.1https://epg.modot.org/index.php?title=Recent_Policy_Changes_in_the_EPG&diff=53646Recent Policy Changes in the EPG2024-03-27T20:08:25Z<p>Hoskir: updated</p>
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 20, 1971<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024<br />
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*[[751.1_Preliminary_Design|EPG 751.1 Preliminary Design]] and [[751.36_Driven_Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.<br />
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.1.2_Bend_Shapes|EPG 751.5.9.2.1.2 Bend Shapes]]: New article under the general information for reinforcing steel explaining MoDOT’s bent bar shapes used in structures.<br />
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.7_Length_Calculations|EPG 751.5.9.2.7 Length Calculations]]: Clarified calculations for hook dimensions and bend deductions.<br />
*[[751.11_Bearings#751.11.3.5_Anchor_Bolts|EPG 751.11.3.5]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3_Type_D_and_H_.2842.CA.BA_and_32.CA.BA_single_sloped_railing.29|751.12.1.3-6]],[[751.22_Prestressed_Concrete_I_Girders#751.22.3.4.1_Reinforcing_Steel_Details|751.22.3.4.1]] and [[751.31_Open_Concrete_Intermediate_Bents|751.31]],[[751.32_Concrete_Pile_Cap_Intermediate_Bents|32]] & [[751.35_Concrete_Pile_Cap_Integral_End_Bents|35]]: Revised references to stirrup pin bend shapes. Revised bar shape dimensions or shape numbers in accordance with revisions to the bill of reinforcing standard drawing.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024<br />
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*Changes made to [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.23_Signal_Indications_for_Left-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024<br />
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*Change made to [[230.1_Horizontal_Alignment#230.1.5_Spiral_Transition_Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.<br />
*[[616.8_Typical_Applications_(MUTCD_6H)#616.8.1_Temporary_Traffic_Control_for_Contract_Plan_Sheet_Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.<br />
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|EPG 751.50 - H4. Conduit System]].<br />
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50_Standard_Detailing_Notes#H9._Thrie_Beam_and_Other_Rail_Types_.28Notes_for_Bridge_Standard_Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]<br />
*Updated [[:Category:1048_Pavement_Marking_Material#1048.2.1.1_Qualified_List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023<br />
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023<br />
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023<br />
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023<br />
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023<br />
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023<br />
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].<br />
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023<br />
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023<br />
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023<br />
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*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.<br />
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*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.<br />
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*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].<br />
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*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material. <br />
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*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.<br />
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*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled. <br />
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*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].<br />
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*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.<br />
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*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]<br />
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*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.<br />
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*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.<br />
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*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.<br />
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*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023<br />
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]<br />
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*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri<br />
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*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.<br />
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*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023<br />
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023<br />
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.<br />
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*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023<br />
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*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023<br />
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*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.<br />
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*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.<br />
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*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]<br />
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*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.<br />
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*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.<br />
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*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023<br />
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*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.<br />
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023<br />
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*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023<br />
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*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023<br />
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*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023<br />
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*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023<br />
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*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.<br />
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*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023<br />
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*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br><br />
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.<br />
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*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br><br />
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023 <br />
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*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023 <br />
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*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023 <br />
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*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023 <br />
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*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br><br />
*Added new Typical Applications Effective January 1, 2023<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022<br />
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*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022<br />
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*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022<br />
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*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022<br />
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*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022<br />
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*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022<br />
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*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022<br />
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*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.<br />
<br />
*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022<br />
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*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.<br />
</div><br />
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<!-- OLD UPDATES BELOW THIS LINE<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 13, 2022<br />
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Updated wording in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]], [[806.1 Erosion Control Measures#806.1.7.1 Design Considerations|EPG 806.1.7.1 Design Considerations]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching ]]to be in sync with the July 2022 Revisions<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2022<br />
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Updated the guidance for [[:Category:129 Public Involvement|EPG Category:129 Public Involvement]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 6, 2022<br />
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Updated Request for Environmental Services(RES) Instruction Manual in [[:Category:101 Standard Forms|EPG Category:101 Standard Forms]], [[127.1 Request for Environmental Services|EPG 127.1 Request for Environmental Services]] and [[:Category:128 Conceptual Studies|EPG Category:128 Conceptual Studies]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 1, 2022<br />
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Updated figures [[Media:136.6.15_e106_Example_2022.pdf|136.6.15 Example e106 Form]] and [[Media:136.6.16 2022.pdf|136.6.16 LPA Project Checklist for Adverse Effects]] in [[LPA:136.6 Environmental and Cultural Requirements|EPG LPA:136.6 Environmental and Cultural Requirements]]<br />
<br />
Updated the table in [[153.21 Traffic|EPG 153.21 Traffic]] TR06 was modified and TR07 and TR30 were removed<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 31, 2022<br />
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Noise Ordinance Signing overhauled to [[903.5 Regulatory Signs#903.5.43 Engine Brake Muffler Required Signing|EPG 903.5.43 Engine Brake Muffler Required Signing]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 28, 2022<br />
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Update to [[:616.14 Work Zone Safety and Mobility Policy#616.14.3.4_Work_Zone_Review_Team|EPG 616.14.3.4 Work Zone Review Team]] - During work zone reviews, video recording is used to help viewing work zone after the formal review if there is questions of the work zone. The video recording allows to retain up to 5 buisiness days and then shall be deleted<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 25, 2022<br />
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The [[:Category:753 Bridge Inspection Rating|Bridge Inspection Rating Manual]] has been updated<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 20, 2022<br />
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Removed Warning lights from [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]], [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] and [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|EPG 616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 29, 2022<br />
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[[620.6 Colored Pavements#620.6.1 School Logo Pavement Markings|EPG 620.6.1 School Logo Pavement Markings]] - This new guidance clarifies that these markings are not permitted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2022<br />
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File Naming Convention for all eProject Documents - New guidelines are available in [[237.13 Contract Plan File Name Convention#237.13.1 Design Contract Plans|EPG 237.13.1 Design Contract Plans]] for a filing convention that is searchable without bringing undue pressure or constraint upon the districts<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 24, 2022<br />
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[[751.14 Steel Superstructure|EPG 751.14 Steel Superstructure]] - Guidance for tension flanges with holes was clarified in [[751.14 Steel Superstructure#Tension Flanges with Holes|EPG 751.14.2.2 Analysis Methods]], [[751.14 Steel Superstructure#Holes in the tension flange1|EPG 751.14.5.1 Bearing Stiffeners]] and [[751.14 Steel Superstructure#Holes in the tension flange2|EPG 751.14.5.2 Int. Diaphragms and Cross Frames]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2022<br />
----<br />
Pushbutton Locations - In [[902.6 Pedestrian Control Features (MUTCD Chapter 4E)#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8 Pedestrian Detectors]] and in the [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist], guidance has been updated to reflect the minimum distance of pushbuttons from the curb line has been returned to 30 inches<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 3, 2022<br />
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[[236.5 Property Management#236.5.25.5 Risk Assessment|EPG 236.5.25.5 Risk Assessment]] - Sovereign immunity limits increased in January 2022 and MoDOT's per occurrence coverage increased from $3.0 M to $3.5 M<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 1, 2022<br />
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In [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]], [[751.22 Prestressed Concrete I Girders#751.22.3.5 Strands at Girder Ends|EPG 751.22.3.5 Strands at Girder Ends]] and [[751.22 Prestressed Concrete I Girders#751.22.3.7 Closed Concrete Intermediate Diaphragms|EPG 751.22.3.7 Closed Concrete Intermediate Diaphragms through EPG 751.22.3.11 Steel Intermediate Diaphragms]], guidance was revised to decrease the footprint of girder/beam chairs, clarify and expand concrete diaphragm details to incorporate larger girders, and remove web coil ties in bulb-tees and NU girders to reflect the recent change to standard drawings<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 20, 2022<br />
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[[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]] - This new article provides guidance for speed trailer deployment to aid local law enforcement in the proper use of these devices<br />
<br />
[[:Category:941 Permits and Access Requests#941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras|EPG 941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] - Guidance for the License Plate Reader (LPR) was clarified and expanded for proper LPR installations as identified through processing initial requests<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 19, 2022<br />
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[[:Category:747 Bridge Reports and Layouts#747.2.2.4 HEC-RAS GEO Files for Stream Crossings|EPG 747.2.2.4 HEC-RAS GEO Files for Stream Crossings]] - This subarticle was retitled and its guidance updated to reflect the current use of the "HEC-RAS Convertor for Open Roads Designer" spreadsheet<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2022<br />
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The guidelines, book job guidelines, JSP packages, book job JSP packages and contractor pdf files were updated in [[:Category:402 Bituminous Surface Leveling|EPG 402 Bituminous Surface Leveling]] and [[:Category:409 Seal Coat|EPG 409 Seal Coat]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 11, 2022<br />
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[[751.9 LFD Seismic#751.9.3.1.1 Anchor Bolts|EPG 751.9.3.1.1 Anchor Bolts through EPG 751.9.3.1.4 Concrete Shear Blocks]], [[751.11 Bearings#Anchor Bolts|EPG 751.11.2.1 Elastomeric Bearings]], [[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5 Anchor Bolts]], [[751.22 Prestressed Concrete I Girders#751.22.2.7 Dowel Bars|EPG 751.22.2.7 Dowel Bars]] and [[751.22 Prestressed Concrete I Girders#751.22.3.14 Concrete Shear Blocks|EPG 751.22.3.14 Concrete Shear Blocks]] - Guidance for the design of bearing anchor bolt, dowel bar and shear block has been expanded and clarified<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 29, 2022<br />
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[[:Category:105 Control of Work#105.15 Project Acceptance|EPG 105.15 Project Acceptance]] - Guidance for project acceptance has been clarified and updated to current practice in EPG 105.15, [[:Category:108 Prosecution and Progress#8. Date of Final Inspection|EPG 108.16.1 Informational Dates]] and [[:Category:109 Measurement and Payment#109.8 Final Acceptance and Payment (for Sec 109.8)|EPG 109.8 Final Acceptance and Payment]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 21, 2022<br />
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[[:Category:712 Structural Steel Construction#712.1.4.1.3 Shear Connector Welding|EPG 712.1.4 Welding]] - Guidance for stud welding has been updated to align with Sec 712.6.3. Also, outdated references to field welder cards has been removed<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2022<br />
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Construction Inspection Guidance for Records to be Maintained - [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.1 Location|EPG 137.1 Location]] and [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.6 Close Out Procedure for External CM SharePoint Quality Management Documents|EPG 137.6 Close Out Procedure for External CM SharePoint Quality Management Documents]] now present updated information about how CM Division stores electronic contract documents<br />
<br />
Guidance for PSST anchor installations has been updated and clarified. [[903.3 Ground-Mounted Sign Supports#903.3.4.3 Perforated Square Steel Tube Posts (PSST)|EPG 903.3.4.3 Perforated Square Steel Tube Posts (PSST)]]<br />
<br />
Seeding, Mulching and Temporary Seeding - Guidance in [[:Category:802 Mulching|EPG 802 Mulching]], [[:Category:805 Seeding|EPG 805 Seeding]], [[806.1 Erosion Control Measures|EPG 806.1 Erosion Control Measures]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.7.1 Temporary Seeding and Mulching (MO Specifications Sec 802 and Sec 805)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching]] reflects the new standard seed mixes, fertilizer, and lime rates (as shown in the new [https://www.modot.org/media/37677 Standard Plan 805.00 Seeding]) to promote a more effective vegetative establishment, allowing for quicker project finalization. MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas. New guidance for cool season and warm season grasses is available. Mulching will not be required for final seeded areas where temporary seeding is planned for temporary stabilization of areas to receive warm season grasses. A new [[media:Table 805.2.4a.docx|Guide for Grass Species]] is available in [[:Category:805 Seeding#805.2.4 Acceptance (Sec 805.4)|EPG 805.2.4 Acceptance]] to assist with general inspection and acceptance of vegetative covers.<br />
<br />
Pre-MASH 2016 Temporary Traffic Control Device Sunset Dates - Guidance in [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.1 Types of Devices (MUTCD 6F.01)|EPG 616.6 Temporary Traffic Control Zone Devices]], [[616.18 Construction Inspection Guidelines for Sec 616#For Sec. 616.3.2|EPG 616.18 Construction Inspection Guidelines for Sec 616]], [[616.19 Quality Standards for Temporary Traffic Control Devices#https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.84_Temporary_Traffic_Control_Signals_.28MUTCD_6F.84.29|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations#616.23.2.5 Temporary Traffic Control Devices|EPG 616.23 Traffic Control for Field Operations]], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]], [[617.2 Construction Inspection Guidelines for Sec 617|EPG 617.2 Construction Inspection Guidelines for Sec 617]], [[:Category:1063 Temporary Traffic Control Devices#1063.2 Procedure|EPG 1063 Temporary Traffic Control Devices]] and [[:Category:1064 Temporary Concrete Traffic Barrier|EPG 1064 Temporary Concrete Traffic Barrier]] now reflects that all temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant. The use of two-loop temporary Type F concrete traffic barrier shall not be allowed after January 1, 2023.<br />
<br />
[[:Category:403 Asphaltic Concrete Pavement#Lots|EPG 403.1.19 Acceptance of Material]] - The maximum number of contractor QC sublots that can be used for one lot of superpave asphalt pavement is 28. Regardless of lot size, QA testing will always be at a frequency of one per four sublots. Any remaining quantity less than 4000 tons, that cannot be treated as a separate lot, will be combined with the previous full lot and the pay factors will be determined on the combined lot.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2022<br />
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*Guidance Documents Needed for Property Closings - In [[236.7 Negotiation#236.7.1.13 Pre-Negotiation Preparation|EPG 236.7.1.13 Pre-Negotiation Preparation]] and [[236.7 Negotiation#236.7.4.1 Purpose|EPG 236.7.4.1 Purpose]], additional guidance is available for greater clarity about what is needed from property owners to close on the properties either with MoDOT or a title company.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 11, 2022<br />
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*In [[751.22 Prestressed Concrete I Girders#751.22.2.5 Pretensioned Anchorage Zones|EPG 751.22.2.5 Pretensioned Anchorage Zones]], the bursting resistance guidance now allows a larger number of bonded strands for many of these girders, effectively increasing the span limits for the girders. Guidance was expanded in [[751.22 Prestressed Concrete I Girders#751.22.3.2.1 Type 2 Girder|EPG 751.22.3.2.1 through 751.22.3.2.6]] to eliminate or reduce conflict between the lowest middle two strands and the B bars.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 5, 2022<br />
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*Guidance about the timelines for completing the Section 106 of the National Historic Preservation Act review process has been clarified in [[127.2 Historic Preservation and Cultural Resources#127.2.5 Approximate Timelines for Section 106 Compliance|EPG 127.2.5 Approximate Timelines for Section 106 Compliance]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 28, 2022<br />
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*Coil Ties in Prestressed Girder Webs in several [[751.50 Standard Detailing Notes#(G1.9.1)|EPG 751.50 Standard Detailing Notes]], references to web coil ties in bulb-tee and NU girders have been removed since these are now no longer being used.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*Guidance has been expanded to produce more uniform administration of delay claims. - [[:Category:109 Measurement and Payment#109.11 Compensation for Project Delays (for Sec 109.11)|EPG 109.11 Compensation for Project Delays]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*The recommended replacement age for signal cabinets was updated to 25 years from 20 years in [[902.4 Signal Installations and Equipment#902.4.2.1 Controller and Cabinet Replacement Program|EPG 902.4.2.1 Controller and Cabinet Replacement Program]].<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">Feb 15, 2022<br />
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*Right of Way Mediation in [[236.7 Negotiation#Prior to offering mediation|EPG 236.7.2.19 Acquisition by Mediation]] and [[236.11 Mediation#Prior to offering mediation|EPG 236.11.1.3 Purpose]], guidance has been updated to reflect current process and procedures, including the MoDOT Impasse Letter.<br />
</div><br />
<br />
OLD UPDATES BETWEEN COMMENTS--></div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=53645751.36 Driven Piles2024-03-27T18:59:37Z<p>Hoskir: /* 751.36.5.7.1.1 Design Values for Individual HP Pile */ changes from RR3857</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50S (fy = 50 ksi) steel. <br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM 252 Grade 3 <br />
<br />
:(f<sub>y</sub> = 45 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2022.jpg|center|450px]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM 252 Grade 3 (45 ksi). ASTM 252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
!Pile Outside Diameter O.D., in.!!Pile Inside Diameter I.D., in.!!Minimum Wall Thickness, in.!! Reduced Wall thick. for Fabrication (ASTM 252), in. !!A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips!!Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
|rowspan="2"|14 ||13|| 0.5|| 0.44|| 18.47|| 831|| 291|| 748<br />
|-<br />
|12.75||0.625<sup>9</sup>||0.55||22.84||1028||360||925<br />
|-<br />
|rowspan="2"|16 ||15|| 0.5|| 0.44|| 21.22|| 955|| 334|| 859<br />
|-<br />
|14.75||0.625<sup>9</sup>||0.55|| 26.28|| 1183|| 414|| 1064<br />
|-<br />
|colspan="8" align="left"|'''<sup>1</sup>'''Values are applicable for Strength Limit States. <br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control. <br/>'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control. <br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. <br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance. <br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered. <br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance <br/>'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br/>'''Notes: '''<br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]. <br/>Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup>!!colspan="5"|Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
!Pile Outside Diameter O.D., in. !!Pile Inside Diameter I.D., in. !!Minimum Wall Thickness,<br/>in. !!Reduced Wall thick. for Fabrication (ASTM 252),<br/>in. !!A<sub>s</sub>,<sup>4</sup><br/>Area of Steel Pipe,<br/>sq. in.!!Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !!Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>,<br/>LRFD 10.7.8,<br/>kips !!Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2,<br/>in. !!A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe,<br/>sq. in.!!A<sub>c</sub> Concrete Area,<br/>sq. in. !!Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>,<br/>kips!!Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>,<br/>kips<br />
|-<br />
|rowspan="2"|14|| 13|| 0.5|| 0.44|| 18.47|| 831|| 499|| 748|| 0.375|| 15.76|| 133|| 1160|| 696<br />
|-<br />
|12.75||0.625<sup>'''11'''</sup>||0.55|| 22.84|| 1028|| 617|| 925|| 0.484|| 20.14|| 128|| 1340|| 804 <br />
|-<br />
|rowspan="2"|16||15 ||0.5|| 0.44|| 21.22|| 955 ||573 ||859 ||0.375 ||18.11|| 177|| 1416|| 850 <br />
|-<br />
|14.75||0.625<sup>'''11'''</sup>|| 0.55|| 26.28|| 1183|| 710|| 1064|| 0.484|| 23.18|| 171|| 1624|| 975<br />
|-<br />
|rowspan="2"|20||19 ||0.5|| 0.44|| 26.72|| 1202|| 721|| 1082 ||0.375|| 22.83|| 284|| 1991|| 1195<br />
|-<br />
|18.75||0.625|| 0.55|| 33.15|| 1492|| 895|| 1343|| 0.484|| 29.27|| 276|| 2256|| 1354<br />
|-<br />
|rowspan="3"|24||23|| 0.5|| 0.44|| 32.21|| 1450|| 870|| 1305|| 0.375|| 27.54|| 415|| 2652|| 1591<br />
|-<br />
|22.75||0.625|| 0.55|| 40.03|| 1801|| 1081|| 1621|| 0.484|| 35.36|| 406|| 2973|| 1784<br />
|-<br />
|22.5 ||0.75||0.66|| 47.74|| 2148|| 1289|| 1933|| 0.594|| 43.08|| 398|| 3290|| 1974<br />
|-<br />
|colspan="13" align="left"|'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br/><br/>'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br/><br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br/><br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br/><br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;≤ Maximum nominal driving resistance.<br />
<br/><br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br/><br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br/><br/>'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br/><br/>'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br/><br/>'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans.<br />
<br/><br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br/><br/>Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br/><br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile shall be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer do not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
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<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Guidance_June_2016.xlsx&diff=53644File:751.1.2.19 Guidance June 2016.xlsx2024-03-27T17:59:22Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Guidance June 2016.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Guidance.xlsx&diff=53643File:751.1.2.19 Guidance.xlsx2024-03-27T17:58:54Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Guidance.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Guidance_2016.xlsx&diff=53642File:751.1.2.19 Guidance 2016.xlsx2024-03-27T17:58:40Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Guidance 2016.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Guidance_2016_June.xlsx&diff=53641File:751.1.2.19 Guidance 2016 June.xlsx2024-03-27T17:58:07Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Guidance 2016 June.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Guidance_2018.xlsx&diff=53640File:751.1.2.19 Guidance 2018.xlsx2024-03-27T17:57:45Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Guidance 2018.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Guidance_Jun_2021.xlsx&diff=53639File:751.1.2.19 Guidance Jun 2021.xlsx2024-03-27T17:56:53Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Guidance Jun 2021.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Request_2016.xlsx&diff=53638File:751.1.2.19 Request 2016.xlsx2024-03-27T17:56:08Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Request 2016.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=File:751.1.2.19_Request_Jun_30_2021.xlsx&diff=53637File:751.1.2.19 Request Jun 30 2021.xlsx2024-03-27T17:55:34Z<p>Hoskir: Hoskir uploaded a new version of File:751.1.2.19 Request Jun 30 2021.xlsx</p>
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<div></div>Hoskirhttps://epg.modot.org/index.php?title=Recent_Policy_Changes_in_the_EPG&diff=53633Recent Policy Changes in the EPG2024-03-27T17:36:08Z<p>Hoskir: updated</p>
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 20, 1971<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024<br />
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*[[751.1_Preliminary_Design|EPG 751.1 Preliminary Design]] and [[751.36_Driven_Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024<br />
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*Changes made to [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.23_Signal_Indications_for_Left-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024<br />
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*Change made to [[230.1_Horizontal_Alignment#230.1.5_Spiral_Transition_Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.<br />
*[[616.8_Typical_Applications_(MUTCD_6H)#616.8.1_Temporary_Traffic_Control_for_Contract_Plan_Sheet_Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.<br />
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|EPG 751.50 - H4. Conduit System]].<br />
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50_Standard_Detailing_Notes#H9._Thrie_Beam_and_Other_Rail_Types_.28Notes_for_Bridge_Standard_Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]<br />
*Updated [[:Category:1048_Pavement_Marking_Material#1048.2.1.1_Qualified_List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023<br />
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023<br />
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023<br />
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023<br />
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023<br />
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023<br />
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].<br />
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023<br />
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023<br />
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023<br />
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*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.<br />
<br />
*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.<br />
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*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].<br />
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*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material. <br />
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*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.<br />
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*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled. <br />
<br />
*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].<br />
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*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.<br />
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*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]<br />
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*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.<br />
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*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.<br />
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*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.<br />
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*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023<br />
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]<br />
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*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri<br />
<br />
*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.<br />
<br />
*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023<br />
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023<br />
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.<br />
<br />
*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023<br />
----<br />
*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023<br />
----<br />
*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.<br />
<br />
*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.<br />
<br />
*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]<br />
<br />
*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.<br />
<br />
*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.<br />
<br />
*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023<br />
----<br />
*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.<br />
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023<br />
----<br />
*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023<br />
----<br />
*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023<br />
----<br />
*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023<br />
----<br />
*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023<br />
----<br />
*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.<br />
<br />
*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023<br />
----<br />
*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br><br />
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.<br />
<br />
*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br><br />
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023 <br />
----<br />
*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023 <br />
----<br />
*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023 <br />
----<br />
*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023 <br />
----<br />
*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br><br />
*Added new Typical Applications Effective January 1, 2023<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022<br />
----<br />
*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022<br />
----<br />
*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022<br />
----<br />
*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022<br />
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*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022<br />
----<br />
*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022<br />
----<br />
*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022<br />
----<br />
*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.<br />
<br />
*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022<br />
----<br />
*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.<br />
</div><br />
<br />
<!-- OLD UPDATES BELOW THIS LINE<br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 13, 2022<br />
----<br />
Updated wording in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]], [[806.1 Erosion Control Measures#806.1.7.1 Design Considerations|EPG 806.1.7.1 Design Considerations]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching ]]to be in sync with the July 2022 Revisions<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2022<br />
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Updated the guidance for [[:Category:129 Public Involvement|EPG Category:129 Public Involvement]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 6, 2022<br />
----<br />
Updated Request for Environmental Services(RES) Instruction Manual in [[:Category:101 Standard Forms|EPG Category:101 Standard Forms]], [[127.1 Request for Environmental Services|EPG 127.1 Request for Environmental Services]] and [[:Category:128 Conceptual Studies|EPG Category:128 Conceptual Studies]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 1, 2022<br />
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Updated figures [[Media:136.6.15_e106_Example_2022.pdf|136.6.15 Example e106 Form]] and [[Media:136.6.16 2022.pdf|136.6.16 LPA Project Checklist for Adverse Effects]] in [[LPA:136.6 Environmental and Cultural Requirements|EPG LPA:136.6 Environmental and Cultural Requirements]]<br />
<br />
Updated the table in [[153.21 Traffic|EPG 153.21 Traffic]] TR06 was modified and TR07 and TR30 were removed<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 31, 2022<br />
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Noise Ordinance Signing overhauled to [[903.5 Regulatory Signs#903.5.43 Engine Brake Muffler Required Signing|EPG 903.5.43 Engine Brake Muffler Required Signing]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 28, 2022<br />
----<br />
Update to [[:616.14 Work Zone Safety and Mobility Policy#616.14.3.4_Work_Zone_Review_Team|EPG 616.14.3.4 Work Zone Review Team]] - During work zone reviews, video recording is used to help viewing work zone after the formal review if there is questions of the work zone. The video recording allows to retain up to 5 buisiness days and then shall be deleted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 25, 2022<br />
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The [[:Category:753 Bridge Inspection Rating|Bridge Inspection Rating Manual]] has been updated<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 20, 2022<br />
----<br />
Removed Warning lights from [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]], [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] and [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|EPG 616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 29, 2022<br />
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[[620.6 Colored Pavements#620.6.1 School Logo Pavement Markings|EPG 620.6.1 School Logo Pavement Markings]] - This new guidance clarifies that these markings are not permitted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2022<br />
----<br />
File Naming Convention for all eProject Documents - New guidelines are available in [[237.13 Contract Plan File Name Convention#237.13.1 Design Contract Plans|EPG 237.13.1 Design Contract Plans]] for a filing convention that is searchable without bringing undue pressure or constraint upon the districts<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 24, 2022<br />
----<br />
[[751.14 Steel Superstructure|EPG 751.14 Steel Superstructure]] - Guidance for tension flanges with holes was clarified in [[751.14 Steel Superstructure#Tension Flanges with Holes|EPG 751.14.2.2 Analysis Methods]], [[751.14 Steel Superstructure#Holes in the tension flange1|EPG 751.14.5.1 Bearing Stiffeners]] and [[751.14 Steel Superstructure#Holes in the tension flange2|EPG 751.14.5.2 Int. Diaphragms and Cross Frames]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2022<br />
----<br />
Pushbutton Locations - In [[902.6 Pedestrian Control Features (MUTCD Chapter 4E)#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8 Pedestrian Detectors]] and in the [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist], guidance has been updated to reflect the minimum distance of pushbuttons from the curb line has been returned to 30 inches<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 3, 2022<br />
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[[236.5 Property Management#236.5.25.5 Risk Assessment|EPG 236.5.25.5 Risk Assessment]] - Sovereign immunity limits increased in January 2022 and MoDOT's per occurrence coverage increased from $3.0 M to $3.5 M<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 1, 2022<br />
----<br />
In [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]], [[751.22 Prestressed Concrete I Girders#751.22.3.5 Strands at Girder Ends|EPG 751.22.3.5 Strands at Girder Ends]] and [[751.22 Prestressed Concrete I Girders#751.22.3.7 Closed Concrete Intermediate Diaphragms|EPG 751.22.3.7 Closed Concrete Intermediate Diaphragms through EPG 751.22.3.11 Steel Intermediate Diaphragms]], guidance was revised to decrease the footprint of girder/beam chairs, clarify and expand concrete diaphragm details to incorporate larger girders, and remove web coil ties in bulb-tees and NU girders to reflect the recent change to standard drawings<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 20, 2022<br />
----<br />
[[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]] - This new article provides guidance for speed trailer deployment to aid local law enforcement in the proper use of these devices<br />
<br />
[[:Category:941 Permits and Access Requests#941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras|EPG 941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] - Guidance for the License Plate Reader (LPR) was clarified and expanded for proper LPR installations as identified through processing initial requests<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 19, 2022<br />
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[[:Category:747 Bridge Reports and Layouts#747.2.2.4 HEC-RAS GEO Files for Stream Crossings|EPG 747.2.2.4 HEC-RAS GEO Files for Stream Crossings]] - This subarticle was retitled and its guidance updated to reflect the current use of the "HEC-RAS Convertor for Open Roads Designer" spreadsheet<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2022<br />
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The guidelines, book job guidelines, JSP packages, book job JSP packages and contractor pdf files were updated in [[:Category:402 Bituminous Surface Leveling|EPG 402 Bituminous Surface Leveling]] and [[:Category:409 Seal Coat|EPG 409 Seal Coat]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 11, 2022<br />
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[[751.9 LFD Seismic#751.9.3.1.1 Anchor Bolts|EPG 751.9.3.1.1 Anchor Bolts through EPG 751.9.3.1.4 Concrete Shear Blocks]], [[751.11 Bearings#Anchor Bolts|EPG 751.11.2.1 Elastomeric Bearings]], [[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5 Anchor Bolts]], [[751.22 Prestressed Concrete I Girders#751.22.2.7 Dowel Bars|EPG 751.22.2.7 Dowel Bars]] and [[751.22 Prestressed Concrete I Girders#751.22.3.14 Concrete Shear Blocks|EPG 751.22.3.14 Concrete Shear Blocks]] - Guidance for the design of bearing anchor bolt, dowel bar and shear block has been expanded and clarified<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 29, 2022<br />
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[[:Category:105 Control of Work#105.15 Project Acceptance|EPG 105.15 Project Acceptance]] - Guidance for project acceptance has been clarified and updated to current practice in EPG 105.15, [[:Category:108 Prosecution and Progress#8. Date of Final Inspection|EPG 108.16.1 Informational Dates]] and [[:Category:109 Measurement and Payment#109.8 Final Acceptance and Payment (for Sec 109.8)|EPG 109.8 Final Acceptance and Payment]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 21, 2022<br />
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[[:Category:712 Structural Steel Construction#712.1.4.1.3 Shear Connector Welding|EPG 712.1.4 Welding]] - Guidance for stud welding has been updated to align with Sec 712.6.3. Also, outdated references to field welder cards has been removed<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2022<br />
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Construction Inspection Guidance for Records to be Maintained - [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.1 Location|EPG 137.1 Location]] and [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.6 Close Out Procedure for External CM SharePoint Quality Management Documents|EPG 137.6 Close Out Procedure for External CM SharePoint Quality Management Documents]] now present updated information about how CM Division stores electronic contract documents<br />
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Guidance for PSST anchor installations has been updated and clarified. [[903.3 Ground-Mounted Sign Supports#903.3.4.3 Perforated Square Steel Tube Posts (PSST)|EPG 903.3.4.3 Perforated Square Steel Tube Posts (PSST)]]<br />
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Seeding, Mulching and Temporary Seeding - Guidance in [[:Category:802 Mulching|EPG 802 Mulching]], [[:Category:805 Seeding|EPG 805 Seeding]], [[806.1 Erosion Control Measures|EPG 806.1 Erosion Control Measures]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.7.1 Temporary Seeding and Mulching (MO Specifications Sec 802 and Sec 805)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching]] reflects the new standard seed mixes, fertilizer, and lime rates (as shown in the new [https://www.modot.org/media/37677 Standard Plan 805.00 Seeding]) to promote a more effective vegetative establishment, allowing for quicker project finalization. MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas. New guidance for cool season and warm season grasses is available. Mulching will not be required for final seeded areas where temporary seeding is planned for temporary stabilization of areas to receive warm season grasses. A new [[media:Table 805.2.4a.docx|Guide for Grass Species]] is available in [[:Category:805 Seeding#805.2.4 Acceptance (Sec 805.4)|EPG 805.2.4 Acceptance]] to assist with general inspection and acceptance of vegetative covers.<br />
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Pre-MASH 2016 Temporary Traffic Control Device Sunset Dates - Guidance in [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.1 Types of Devices (MUTCD 6F.01)|EPG 616.6 Temporary Traffic Control Zone Devices]], [[616.18 Construction Inspection Guidelines for Sec 616#For Sec. 616.3.2|EPG 616.18 Construction Inspection Guidelines for Sec 616]], [[616.19 Quality Standards for Temporary Traffic Control Devices#https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.84_Temporary_Traffic_Control_Signals_.28MUTCD_6F.84.29|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations#616.23.2.5 Temporary Traffic Control Devices|EPG 616.23 Traffic Control for Field Operations]], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]], [[617.2 Construction Inspection Guidelines for Sec 617|EPG 617.2 Construction Inspection Guidelines for Sec 617]], [[:Category:1063 Temporary Traffic Control Devices#1063.2 Procedure|EPG 1063 Temporary Traffic Control Devices]] and [[:Category:1064 Temporary Concrete Traffic Barrier|EPG 1064 Temporary Concrete Traffic Barrier]] now reflects that all temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant. The use of two-loop temporary Type F concrete traffic barrier shall not be allowed after January 1, 2023.<br />
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[[:Category:403 Asphaltic Concrete Pavement#Lots|EPG 403.1.19 Acceptance of Material]] - The maximum number of contractor QC sublots that can be used for one lot of superpave asphalt pavement is 28. Regardless of lot size, QA testing will always be at a frequency of one per four sublots. Any remaining quantity less than 4000 tons, that cannot be treated as a separate lot, will be combined with the previous full lot and the pay factors will be determined on the combined lot.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2022<br />
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*Guidance Documents Needed for Property Closings - In [[236.7 Negotiation#236.7.1.13 Pre-Negotiation Preparation|EPG 236.7.1.13 Pre-Negotiation Preparation]] and [[236.7 Negotiation#236.7.4.1 Purpose|EPG 236.7.4.1 Purpose]], additional guidance is available for greater clarity about what is needed from property owners to close on the properties either with MoDOT or a title company.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 11, 2022<br />
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*In [[751.22 Prestressed Concrete I Girders#751.22.2.5 Pretensioned Anchorage Zones|EPG 751.22.2.5 Pretensioned Anchorage Zones]], the bursting resistance guidance now allows a larger number of bonded strands for many of these girders, effectively increasing the span limits for the girders. Guidance was expanded in [[751.22 Prestressed Concrete I Girders#751.22.3.2.1 Type 2 Girder|EPG 751.22.3.2.1 through 751.22.3.2.6]] to eliminate or reduce conflict between the lowest middle two strands and the B bars.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 5, 2022<br />
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*Guidance about the timelines for completing the Section 106 of the National Historic Preservation Act review process has been clarified in [[127.2 Historic Preservation and Cultural Resources#127.2.5 Approximate Timelines for Section 106 Compliance|EPG 127.2.5 Approximate Timelines for Section 106 Compliance]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 28, 2022<br />
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*Coil Ties in Prestressed Girder Webs in several [[751.50 Standard Detailing Notes#(G1.9.1)|EPG 751.50 Standard Detailing Notes]], references to web coil ties in bulb-tee and NU girders have been removed since these are now no longer being used.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*Guidance has been expanded to produce more uniform administration of delay claims. - [[:Category:109 Measurement and Payment#109.11 Compensation for Project Delays (for Sec 109.11)|EPG 109.11 Compensation for Project Delays]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*The recommended replacement age for signal cabinets was updated to 25 years from 20 years in [[902.4 Signal Installations and Equipment#902.4.2.1 Controller and Cabinet Replacement Program|EPG 902.4.2.1 Controller and Cabinet Replacement Program]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">Feb 15, 2022<br />
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*Right of Way Mediation in [[236.7 Negotiation#Prior to offering mediation|EPG 236.7.2.19 Acquisition by Mediation]] and [[236.11 Mediation#Prior to offering mediation|EPG 236.11.1.3 Purpose]], guidance has been updated to reflect current process and procedures, including the MoDOT Impasse Letter.<br />
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OLD UPDATES BETWEEN COMMENTS--></div>Hoskirhttps://epg.modot.org/index.php?title=Recent_Policy_Changes_in_the_EPG&diff=53632Recent Policy Changes in the EPG2024-03-27T17:35:35Z<p>Hoskir: updated</p>
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 20, 1971<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024<br />
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*[[751.1_Preliminary_Design|EPG 751.1]] and [[751.36_Driven_Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024<br />
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*Changes made to [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.23_Signal_Indications_for_Left-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024<br />
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*Change made to [[230.1_Horizontal_Alignment#230.1.5_Spiral_Transition_Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.<br />
*[[616.8_Typical_Applications_(MUTCD_6H)#616.8.1_Temporary_Traffic_Control_for_Contract_Plan_Sheet_Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.<br />
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|EPG 751.50 - H4. Conduit System]].<br />
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50_Standard_Detailing_Notes#H9._Thrie_Beam_and_Other_Rail_Types_.28Notes_for_Bridge_Standard_Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]<br />
*Updated [[:Category:1048_Pavement_Marking_Material#1048.2.1.1_Qualified_List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023<br />
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023<br />
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023<br />
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023<br />
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023<br />
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023<br />
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].<br />
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023<br />
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023<br />
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023<br />
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*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.<br />
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*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.<br />
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*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].<br />
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*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material. <br />
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*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.<br />
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*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled. <br />
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*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].<br />
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*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.<br />
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*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]<br />
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*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.<br />
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*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.<br />
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*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.<br />
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*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023<br />
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]<br />
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*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri<br />
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*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.<br />
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*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023<br />
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023<br />
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.<br />
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*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023<br />
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*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023<br />
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*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.<br />
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*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.<br />
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*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]<br />
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*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.<br />
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*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.<br />
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*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023<br />
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*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.<br />
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023<br />
----<br />
*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023<br />
----<br />
*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023<br />
----<br />
*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023<br />
----<br />
*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023<br />
----<br />
*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.<br />
<br />
*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023<br />
----<br />
*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br><br />
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.<br />
<br />
*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br><br />
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023 <br />
----<br />
*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023 <br />
----<br />
*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023 <br />
----<br />
*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023 <br />
----<br />
*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br><br />
*Added new Typical Applications Effective January 1, 2023<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022<br />
----<br />
*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022<br />
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*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022<br />
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*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022<br />
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*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022<br />
----<br />
*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022<br />
----<br />
*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022<br />
----<br />
*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.<br />
<br />
*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022<br />
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*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.<br />
</div><br />
<br />
<!-- OLD UPDATES BELOW THIS LINE<br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 13, 2022<br />
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Updated wording in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]], [[806.1 Erosion Control Measures#806.1.7.1 Design Considerations|EPG 806.1.7.1 Design Considerations]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching ]]to be in sync with the July 2022 Revisions<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2022<br />
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Updated the guidance for [[:Category:129 Public Involvement|EPG Category:129 Public Involvement]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 6, 2022<br />
----<br />
Updated Request for Environmental Services(RES) Instruction Manual in [[:Category:101 Standard Forms|EPG Category:101 Standard Forms]], [[127.1 Request for Environmental Services|EPG 127.1 Request for Environmental Services]] and [[:Category:128 Conceptual Studies|EPG Category:128 Conceptual Studies]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 1, 2022<br />
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Updated figures [[Media:136.6.15_e106_Example_2022.pdf|136.6.15 Example e106 Form]] and [[Media:136.6.16 2022.pdf|136.6.16 LPA Project Checklist for Adverse Effects]] in [[LPA:136.6 Environmental and Cultural Requirements|EPG LPA:136.6 Environmental and Cultural Requirements]]<br />
<br />
Updated the table in [[153.21 Traffic|EPG 153.21 Traffic]] TR06 was modified and TR07 and TR30 were removed<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 31, 2022<br />
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Noise Ordinance Signing overhauled to [[903.5 Regulatory Signs#903.5.43 Engine Brake Muffler Required Signing|EPG 903.5.43 Engine Brake Muffler Required Signing]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 28, 2022<br />
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Update to [[:616.14 Work Zone Safety and Mobility Policy#616.14.3.4_Work_Zone_Review_Team|EPG 616.14.3.4 Work Zone Review Team]] - During work zone reviews, video recording is used to help viewing work zone after the formal review if there is questions of the work zone. The video recording allows to retain up to 5 buisiness days and then shall be deleted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 25, 2022<br />
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The [[:Category:753 Bridge Inspection Rating|Bridge Inspection Rating Manual]] has been updated<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 20, 2022<br />
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Removed Warning lights from [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]], [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] and [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|EPG 616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 29, 2022<br />
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[[620.6 Colored Pavements#620.6.1 School Logo Pavement Markings|EPG 620.6.1 School Logo Pavement Markings]] - This new guidance clarifies that these markings are not permitted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2022<br />
----<br />
File Naming Convention for all eProject Documents - New guidelines are available in [[237.13 Contract Plan File Name Convention#237.13.1 Design Contract Plans|EPG 237.13.1 Design Contract Plans]] for a filing convention that is searchable without bringing undue pressure or constraint upon the districts<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 24, 2022<br />
----<br />
[[751.14 Steel Superstructure|EPG 751.14 Steel Superstructure]] - Guidance for tension flanges with holes was clarified in [[751.14 Steel Superstructure#Tension Flanges with Holes|EPG 751.14.2.2 Analysis Methods]], [[751.14 Steel Superstructure#Holes in the tension flange1|EPG 751.14.5.1 Bearing Stiffeners]] and [[751.14 Steel Superstructure#Holes in the tension flange2|EPG 751.14.5.2 Int. Diaphragms and Cross Frames]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2022<br />
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Pushbutton Locations - In [[902.6 Pedestrian Control Features (MUTCD Chapter 4E)#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8 Pedestrian Detectors]] and in the [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist], guidance has been updated to reflect the minimum distance of pushbuttons from the curb line has been returned to 30 inches<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 3, 2022<br />
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[[236.5 Property Management#236.5.25.5 Risk Assessment|EPG 236.5.25.5 Risk Assessment]] - Sovereign immunity limits increased in January 2022 and MoDOT's per occurrence coverage increased from $3.0 M to $3.5 M<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 1, 2022<br />
----<br />
In [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]], [[751.22 Prestressed Concrete I Girders#751.22.3.5 Strands at Girder Ends|EPG 751.22.3.5 Strands at Girder Ends]] and [[751.22 Prestressed Concrete I Girders#751.22.3.7 Closed Concrete Intermediate Diaphragms|EPG 751.22.3.7 Closed Concrete Intermediate Diaphragms through EPG 751.22.3.11 Steel Intermediate Diaphragms]], guidance was revised to decrease the footprint of girder/beam chairs, clarify and expand concrete diaphragm details to incorporate larger girders, and remove web coil ties in bulb-tees and NU girders to reflect the recent change to standard drawings<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 20, 2022<br />
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[[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]] - This new article provides guidance for speed trailer deployment to aid local law enforcement in the proper use of these devices<br />
<br />
[[:Category:941 Permits and Access Requests#941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras|EPG 941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] - Guidance for the License Plate Reader (LPR) was clarified and expanded for proper LPR installations as identified through processing initial requests<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 19, 2022<br />
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[[:Category:747 Bridge Reports and Layouts#747.2.2.4 HEC-RAS GEO Files for Stream Crossings|EPG 747.2.2.4 HEC-RAS GEO Files for Stream Crossings]] - This subarticle was retitled and its guidance updated to reflect the current use of the "HEC-RAS Convertor for Open Roads Designer" spreadsheet<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2022<br />
----<br />
The guidelines, book job guidelines, JSP packages, book job JSP packages and contractor pdf files were updated in [[:Category:402 Bituminous Surface Leveling|EPG 402 Bituminous Surface Leveling]] and [[:Category:409 Seal Coat|EPG 409 Seal Coat]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 11, 2022<br />
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[[751.9 LFD Seismic#751.9.3.1.1 Anchor Bolts|EPG 751.9.3.1.1 Anchor Bolts through EPG 751.9.3.1.4 Concrete Shear Blocks]], [[751.11 Bearings#Anchor Bolts|EPG 751.11.2.1 Elastomeric Bearings]], [[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5 Anchor Bolts]], [[751.22 Prestressed Concrete I Girders#751.22.2.7 Dowel Bars|EPG 751.22.2.7 Dowel Bars]] and [[751.22 Prestressed Concrete I Girders#751.22.3.14 Concrete Shear Blocks|EPG 751.22.3.14 Concrete Shear Blocks]] - Guidance for the design of bearing anchor bolt, dowel bar and shear block has been expanded and clarified<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 29, 2022<br />
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[[:Category:105 Control of Work#105.15 Project Acceptance|EPG 105.15 Project Acceptance]] - Guidance for project acceptance has been clarified and updated to current practice in EPG 105.15, [[:Category:108 Prosecution and Progress#8. Date of Final Inspection|EPG 108.16.1 Informational Dates]] and [[:Category:109 Measurement and Payment#109.8 Final Acceptance and Payment (for Sec 109.8)|EPG 109.8 Final Acceptance and Payment]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 21, 2022<br />
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[[:Category:712 Structural Steel Construction#712.1.4.1.3 Shear Connector Welding|EPG 712.1.4 Welding]] - Guidance for stud welding has been updated to align with Sec 712.6.3. Also, outdated references to field welder cards has been removed<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2022<br />
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Construction Inspection Guidance for Records to be Maintained - [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.1 Location|EPG 137.1 Location]] and [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.6 Close Out Procedure for External CM SharePoint Quality Management Documents|EPG 137.6 Close Out Procedure for External CM SharePoint Quality Management Documents]] now present updated information about how CM Division stores electronic contract documents<br />
<br />
Guidance for PSST anchor installations has been updated and clarified. [[903.3 Ground-Mounted Sign Supports#903.3.4.3 Perforated Square Steel Tube Posts (PSST)|EPG 903.3.4.3 Perforated Square Steel Tube Posts (PSST)]]<br />
<br />
Seeding, Mulching and Temporary Seeding - Guidance in [[:Category:802 Mulching|EPG 802 Mulching]], [[:Category:805 Seeding|EPG 805 Seeding]], [[806.1 Erosion Control Measures|EPG 806.1 Erosion Control Measures]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.7.1 Temporary Seeding and Mulching (MO Specifications Sec 802 and Sec 805)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching]] reflects the new standard seed mixes, fertilizer, and lime rates (as shown in the new [https://www.modot.org/media/37677 Standard Plan 805.00 Seeding]) to promote a more effective vegetative establishment, allowing for quicker project finalization. MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas. New guidance for cool season and warm season grasses is available. Mulching will not be required for final seeded areas where temporary seeding is planned for temporary stabilization of areas to receive warm season grasses. A new [[media:Table 805.2.4a.docx|Guide for Grass Species]] is available in [[:Category:805 Seeding#805.2.4 Acceptance (Sec 805.4)|EPG 805.2.4 Acceptance]] to assist with general inspection and acceptance of vegetative covers.<br />
<br />
Pre-MASH 2016 Temporary Traffic Control Device Sunset Dates - Guidance in [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.1 Types of Devices (MUTCD 6F.01)|EPG 616.6 Temporary Traffic Control Zone Devices]], [[616.18 Construction Inspection Guidelines for Sec 616#For Sec. 616.3.2|EPG 616.18 Construction Inspection Guidelines for Sec 616]], [[616.19 Quality Standards for Temporary Traffic Control Devices#https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.84_Temporary_Traffic_Control_Signals_.28MUTCD_6F.84.29|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations#616.23.2.5 Temporary Traffic Control Devices|EPG 616.23 Traffic Control for Field Operations]], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]], [[617.2 Construction Inspection Guidelines for Sec 617|EPG 617.2 Construction Inspection Guidelines for Sec 617]], [[:Category:1063 Temporary Traffic Control Devices#1063.2 Procedure|EPG 1063 Temporary Traffic Control Devices]] and [[:Category:1064 Temporary Concrete Traffic Barrier|EPG 1064 Temporary Concrete Traffic Barrier]] now reflects that all temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant. The use of two-loop temporary Type F concrete traffic barrier shall not be allowed after January 1, 2023.<br />
<br />
[[:Category:403 Asphaltic Concrete Pavement#Lots|EPG 403.1.19 Acceptance of Material]] - The maximum number of contractor QC sublots that can be used for one lot of superpave asphalt pavement is 28. Regardless of lot size, QA testing will always be at a frequency of one per four sublots. Any remaining quantity less than 4000 tons, that cannot be treated as a separate lot, will be combined with the previous full lot and the pay factors will be determined on the combined lot.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2022<br />
----<br />
*Guidance Documents Needed for Property Closings - In [[236.7 Negotiation#236.7.1.13 Pre-Negotiation Preparation|EPG 236.7.1.13 Pre-Negotiation Preparation]] and [[236.7 Negotiation#236.7.4.1 Purpose|EPG 236.7.4.1 Purpose]], additional guidance is available for greater clarity about what is needed from property owners to close on the properties either with MoDOT or a title company.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 11, 2022<br />
----<br />
*In [[751.22 Prestressed Concrete I Girders#751.22.2.5 Pretensioned Anchorage Zones|EPG 751.22.2.5 Pretensioned Anchorage Zones]], the bursting resistance guidance now allows a larger number of bonded strands for many of these girders, effectively increasing the span limits for the girders. Guidance was expanded in [[751.22 Prestressed Concrete I Girders#751.22.3.2.1 Type 2 Girder|EPG 751.22.3.2.1 through 751.22.3.2.6]] to eliminate or reduce conflict between the lowest middle two strands and the B bars.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 5, 2022<br />
----<br />
*Guidance about the timelines for completing the Section 106 of the National Historic Preservation Act review process has been clarified in [[127.2 Historic Preservation and Cultural Resources#127.2.5 Approximate Timelines for Section 106 Compliance|EPG 127.2.5 Approximate Timelines for Section 106 Compliance]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 28, 2022<br />
----<br />
*Coil Ties in Prestressed Girder Webs in several [[751.50 Standard Detailing Notes#(G1.9.1)|EPG 751.50 Standard Detailing Notes]], references to web coil ties in bulb-tee and NU girders have been removed since these are now no longer being used.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
----<br />
*Guidance has been expanded to produce more uniform administration of delay claims. - [[:Category:109 Measurement and Payment#109.11 Compensation for Project Delays (for Sec 109.11)|EPG 109.11 Compensation for Project Delays]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
----<br />
*The recommended replacement age for signal cabinets was updated to 25 years from 20 years in [[902.4 Signal Installations and Equipment#902.4.2.1 Controller and Cabinet Replacement Program|EPG 902.4.2.1 Controller and Cabinet Replacement Program]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">Feb 15, 2022<br />
----<br />
*Right of Way Mediation in [[236.7 Negotiation#Prior to offering mediation|EPG 236.7.2.19 Acquisition by Mediation]] and [[236.11 Mediation#Prior to offering mediation|EPG 236.11.1.3 Purpose]], guidance has been updated to reflect current process and procedures, including the MoDOT Impasse Letter.<br />
</div><br />
<br />
OLD UPDATES BETWEEN COMMENTS--></div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=53631751.50 Standard Detailing Notes2024-03-27T17:15:39Z<p>Hoskir: /* G7. Steel HP Pile */ updated per RR3857 updated per RR3857</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts and standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<div id="Use for all LRFD bridge final designs initiated"></div><br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.) <br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = _ </u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = _ </u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = _ </u> <br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = _</u><br />
:::<u>Acceleration Coefficient = _ </u> <br />
:::<u>Bridge Deck Rating = _(1)</u><br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = _ </u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = _ </u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = _ </u> <br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = _</u><br />
:::<u>Acceleration Coefficient = _ </u><br />
:::<u>Bridge Deck Rating = _(1)</u><br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = _</u><br />
:::<u>Acceleration Coefficient = _ </u><br />
:::<u>Bridge Deck Rating = _(1)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<div id="(A1.2) Design Loading:"></div><br />
<br />
<br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Structural Carbon Steel(ASTM A709 Grade 36)|| ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50S)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Grade 3)||width="20"| || f<sub>y</sub> = 45,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures- Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for <u>Finish Field Coat (System G)</u> <u>Finish Field Coat (System I)</u>. <br />
<br />
'''(A4a1.5) When System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for <u>Finish Field Coat (System G)</u> <u>Finish Field Coat (System I)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate and finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''(B3.5) Use for CIP pile in all bridges except for continuous concrete slab bridges.'''<br />
:All reinforcement in cast-in-place pile at <u>non-integral end bents</u> <u>and</u> <u>intermediate bents</u> is included in the substructure quantities.<br />
<br />
'''(B3.6) Use for CIP pile in continuous concrete slab bridges.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and</u> <u>pile cap intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at open concrete intermediates bents is included in the substructure quantities</u>.<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''".<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming.'''<br />
:Slab shall be cast-in-place with conventional forms or stay-in-place corrugated steel forms. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''BENDING BY CRSI STANDARDS'''<br />
<br />
'''(C1.3)'''<br />
:All standard hooks and bends other than 180 degree are to be bent with same procedure as for 90 degree standard hooks.<br />
<br />
'''(C1.4)'''<br />
:Hooks and bends shall be in accordance with the procedures as shown on this sheet.<br />
<br />
'''(C1.5)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed for fabricators use. (Nearest inch)<br />
<br />
'''(C1.6)'''<br />
:Payweights are based on actual lengths.<br />
<br />
'''(C1.7)'''<br />
:Unless otherwise noted, diameter "D" is the same for all bends and hooks on a bar.<br />
<br />
'''(C1.8)'''<br />
:E = Epoxy coated reinforcement.<br />
<br />
'''(C1.9)'''<br />
:S = Stirrup.<br />
<br />
'''(C1.10)'''<br />
:X = Bar is included in substructure quantities.<br />
<br />
'''(C1.11)'''<br />
:Actual lengths are measured along centerline bar to the nearest inch.<br />
<br />
'''(C1.12)'''<br />
:V = Bar dimensions vary in equal increments between dimensions shown on this line and the following line.<br />
<br />
'''(C1.13)'''<br />
:No. ea. = Number of bars of each length.<br />
<br />
'''(C1.14)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<div id="(C1.15)"></div><br />
<br />
'''(C1.15)'''<br />
:Reinforcing steel (Grade 60) fy = 60,000 psi.<br />
<br />
<br />
<br />
'''EPOXY COATED REINFORCING STEEL'''<br />
<br />
'''Note to Detailer:'''<br/>For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]].<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels '''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underline portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''(C2a.3) Add <u>bar</u> for NU-girders. Note is no longer used for P/C P/S panels. ''' <br />
:Actual <u>bar</u> lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underline part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details and bridge is longer than 200 feet.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to 24 inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous (G1.41 thru G1.43) '''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''G1.44 Use with column closed circular stirrup/tie bar detail.''' <br />
<br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Grade 3 (fy = 45,000 psi).<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be <u>ASTM A27 Grade 65-35</u> <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile cap footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) '''<br />
:All reinforcement for cast-in-place pile is included in the estimated quantities for bents.<br />
<br />
'''(G5a14) '''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Grade 3 (fy = 45,000 psi).<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A27 Grade 65-35</u> <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile cap footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10)'''<br />
:All reinforcement for cast-in-place pile is included in the estimated quantities for bents.<br />
<br />
'''(G5b11)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1)'''<br />
:Bolts shall be 7/8-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. and shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081].<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081].<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals 0.06.<br />
<br />
'''(H3.25)'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081].<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45)'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081].<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76)'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade 55 swedge bolts and shall extend 15" into concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
<br />
Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081].<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.48''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.49)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.50)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.51) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.52)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.53)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.54)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20)'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard 26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 3'-1" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-7” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 3’-1” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-7"</u> <u>3’-1”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Guard Fence (Chain Link Type): General Notes'''<br />
<br />
'''(H11.10)'''<br />
:Pedestrian guard fence (Chain link type) shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled.<br />
<br />
'''(H11.11)'''<br />
:All posts shall be vertical. Grout of 1/2" minimum thickness shall be placed under floor plates to provide for vertical alignment of posts.<br />
<br />
'''(H11.12)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (72 in.) Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.13)'''<br />
:Dimensions of pedestrian guard fence are measured horizontally.<br />
<br />
'''(H11.14)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 ft. Post brace and 1/2" Ø truss rod are required for panels adjacent to pull post and end posts only.<br />
<br />
'''(H11.15)'''<br />
:Connect the lower end of the 1/2" Ø truss rod to the bottom of the pull posts and end posts to which the stretcher bar is attached.<br />
<br />
'''(H11.16)'''<br />
:(112 in.) Curved Top Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure measured along the centerline fence from <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> to <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
'''(H11.17)'''<br />
:Core wire size for wire fabric shall be 6 gage minimum.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:Base plate shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40)'''<br />
:All base plates, U bolts, hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Mortar shall be placed under the post base plates in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the anchor bolts and hardware, and #4 bars welded to the anchor bolts. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51)'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://spexternal.modot.mo.gov/sites/de/JSP/NJSP1513.docx?d=we869653119d14e99945841e7d7f615c3 NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u>.<br />
<br />
'''(I1.52)'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for Reinforcing Steel. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.62)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:Factor of safety shall be 2.0 for overturning and 1.5 for sliding.<br />
<br />
'''(J1.2)'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>A</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.3)'''<br />
:For seismic design the factor of safety shall be 1.5 for overturning and 1.1 for sliding.<br />
<br />
'''(J1.4)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.5) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.6)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D 4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.7)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.8)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.9) '''<br />
:The minimum compressive strength of concrete for <u>precast panel</u> <u>precast concrete block</u> shall be 4,000 psi in accordance with Sec 1052.<br />
<br />
'''(J1.10) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]].'''<br />
:Panel, concrete block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.11)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.12a)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<div id="(J1.12b)"></div><br />
'''(J1.12b) Use for all large block walls.'''<br />
<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 18” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.13) Use for all large block walls.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.13a) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
<br />
'''Use for small block walls unless small block walls are to be built vertical.'''<br />
<br />
'''(J1.14)'''<br />
:<u>The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.</u><br />
<br />
:<u>The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation</u>&nbsp; <u>&nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''(J1.15)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.16) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
!colspan="4" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Combination Wall Systems<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|System<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing Unit<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.17) Use for all large block walls. Use for small block walls if small block walls are to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.18) Use where only a small or large block wall shall be used. Do not use note where either a small or large block may be used.'''<br />
:The MSE wall system shall be a <u>small</u> <u>large</u> block wall system.<br />
<br />
'''(J1.19)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.19a)''' <br />
:Minimum __ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.20)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<div id="(J1.20a)"></div><br />
'''(J1.20a) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of Section 1010.<br />
<br />
::- For (45°+ Ф<sub>b</sub>/3) < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
<br />
::- For Ɵ ≤ (45°+ Ф<sub>b</sub>/3), contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material, Ф<sub>w</sub> for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub> or Ф<sub>w</sub>, shall be limited to 34° unless determined otherwise in accordance with Section 1010. If Ф<sub>r</sub> or Ф<sub>w</sub> > 34° is desired for wedge area backfill then test report shall be submitted with shop drawings. Ф<sub>r</sub> or Ф<sub>w</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>w</sub> shall be shown on the shop drawings if used. <br />
<br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
|-<br />
!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
|-<br />
|width="80"|ф°||width="80"| γ (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ф°<br />
|-<br />
| || || || || <br />
|}<br />
</center> <br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
<div id="(J1.21a)"></div><br />
'''<u>Use for all large block walls.</u>'''<br />
:<u>'''(J1.21a)</u>'''<br />
:<u>Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.</u><br />
<div id="(J1.21b)"></div><br />
:'''(J1.21b)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
:'''(J1.21c)'''<br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with AASHTO figure 5.8.5.2A and default value for scale effect correction factor, α, in accordance with AASHTO table 5.8.5.2A. For approved steel strips not shown in AASHTO figure 5.8.5.2A, use F<sup>*</sup> ≤ 2.0 at zero depth and F* ≤ Tan Ф<sub>r</sub> at 20 feet depth and Ф<sub>r</sub> design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.22)'''<br />
:The MSE wall system shall be built in accordance with Sec 720.<br />
<br />
'''(J1.23) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.24) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches. <br />
<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-24, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
<div id="(J1.25)"></div><br />
'''(J1.25) ''' <br />
:Use either or both allowable bearing pressure notes for foundation ground with appropriate allowable bearing pressure value(s) as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report and use the following maximum applied bearing pressure note. <br />
<br />
:<u>For unimproved foundation ground, the allowable bearing pressure is _____ ksf.</u><br />
:<u>For improved foundation ground, the allowable bearing pressure is _____ ksf.</u><br />
<br />
:The maximum applied bearing pressure for the controlling design case at the foundation level shall be shown on the shop drawings and shall be less than the allowable bearing pressure for foundation ground provided herein. For seismic design the maximum applied bearing pressure shall be less than two times the allowable bearing pressure.<br />
<br />
'''(J1.25a) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.'''<br />
<br />
:Allowable bearing pressure <u>and limits of improved foundation ground</u> shall not be adjusted from that as shown on the plans.<br />
<div id="For Small Block Walls"></div><br />
<br />
'''For Small Block Walls'''<br />
<br />
'''(J1.26)''' Permanent shims for small block MSE wall:<br />
<br />
:Shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16” in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.27)''' <br />
:Holes shall be 5/8” round and extend 4” into the third layer of blocks, recessed 2” deep by 1 1/2" round.<br />
<br />
'''(J1.28) '''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with Sec 1039.<br />
<br />
'''(J1.29) '''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''Use for all MSE wall plans.'''<br />
<br />
''' (J1.30) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of __ ft. The soil reinforcement length may very based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
<div id="(J1.31)"></div><br />
'''(J1.31) Use when interior angle between two walls is less than or equal to 70°.'''<br />
<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. For additional design steps see (FHWA NHI-10-024).<br />
<br />
'''(J1.32) '''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.33) Use for MSE walls in Seismic Category B, C, and D.''' <br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet.<br />
<br />
'''(J1.34) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 29 inches for #5 bars and 44 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 23 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=53630751.36 Driven Piles2024-03-27T16:28:10Z<p>Hoskir: /* 751.36.5.11 Check Pile Drivability */ updated per RR3857</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50S (fy = 50 ksi) steel. <br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM 252 Grade 3 <br />
<br />
:(f<sub>y</sub> = 45 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2022.jpg|center|450px]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM 252 Grade 3 (45 ksi). ASTM 252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
!Pile Outside Diameter O.D., in.!!Pile Inside Diameter I.D., in.!!Minimum Wall Thickness, in.!! Reduced Wall thick. for Fabrication (ASTM 252), in. !!A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips!!Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
|rowspan="2"|14 ||13|| 0.5|| 0.44|| 18.47|| 831|| 291|| 748<br />
|-<br />
|12.75||0.625<sup>9</sup>||0.55||22.84||1028||360||925<br />
|-<br />
|rowspan="2"|16 ||15|| 0.5|| 0.44|| 21.22|| 955|| 334|| 859<br />
|-<br />
|14.75||0.625<sup>9</sup>||0.55|| 26.28|| 1183|| 414|| 1064<br />
|-<br />
|colspan="8" align="left"|'''<sup>1</sup>'''Values are applicable for Strength Limit States. <br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control. <br/>'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control. <br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. <br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance. <br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered. <br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance <br/>'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br/>'''Notes: '''<br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]. <br/>Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup>!!colspan="5"|Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
!Pile Outside Diameter O.D., in. !!Pile Inside Diameter I.D., in. !!Minimum Wall Thickness,<br/>in. !!Reduced Wall thick. for Fabrication (ASTM 252),<br/>in. !!A<sub>s</sub>,<sup>4</sup><br/>Area of Steel Pipe,<br/>sq. in.!!Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !!Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>,<br/>LRFD 10.7.8,<br/>kips !!Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2,<br/>in. !!A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe,<br/>sq. in.!!A<sub>c</sub> Concrete Area,<br/>sq. in. !!Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>,<br/>kips!!Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>,<br/>kips<br />
|-<br />
|rowspan="2"|14|| 13|| 0.5|| 0.44|| 18.47|| 831|| 499|| 748|| 0.375|| 15.76|| 133|| 1160|| 696<br />
|-<br />
|12.75||0.625<sup>'''11'''</sup>||0.55|| 22.84|| 1028|| 617|| 925|| 0.484|| 20.14|| 128|| 1340|| 804 <br />
|-<br />
|rowspan="2"|16||15 ||0.5|| 0.44|| 21.22|| 955 ||573 ||859 ||0.375 ||18.11|| 177|| 1416|| 850 <br />
|-<br />
|14.75||0.625<sup>'''11'''</sup>|| 0.55|| 26.28|| 1183|| 710|| 1064|| 0.484|| 23.18|| 171|| 1624|| 975<br />
|-<br />
|rowspan="2"|20||19 ||0.5|| 0.44|| 26.72|| 1202|| 721|| 1082 ||0.375|| 22.83|| 284|| 1991|| 1195<br />
|-<br />
|18.75||0.625|| 0.55|| 33.15|| 1492|| 895|| 1343|| 0.484|| 29.27|| 276|| 2256|| 1354<br />
|-<br />
|rowspan="3"|24||23|| 0.5|| 0.44|| 32.21|| 1450|| 870|| 1305|| 0.375|| 27.54|| 415|| 2652|| 1591<br />
|-<br />
|22.75||0.625|| 0.55|| 40.03|| 1801|| 1081|| 1621|| 0.484|| 35.36|| 406|| 2973|| 1784<br />
|-<br />
|22.5 ||0.75||0.66|| 47.74|| 2148|| 1289|| 1933|| 0.594|| 43.08|| 398|| 3290|| 1974<br />
|-<br />
|colspan="13" align="left"|'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br/><br/>'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br/><br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br/><br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br/><br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;≤ Maximum nominal driving resistance.<br />
<br/><br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br/><br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br/><br/>'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br/><br/>'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br/><br/>'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans.<br />
<br/><br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br/><br/>Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br/><br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile shall be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer do not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=53629751.36 Driven Piles2024-03-27T16:06:55Z<p>Hoskir: /* 751.36.5.7.1.1 Design Values for Individual HP Pile */ updated per RR3857</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50S (fy = 50 ksi) steel. <br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM 252 Grade 3 <br />
<br />
:(f<sub>y</sub> = 45 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2022.jpg|center|450px]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM 252 Grade 3 (45 ksi). ASTM 252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
!Pile Outside Diameter O.D., in.!!Pile Inside Diameter I.D., in.!!Minimum Wall Thickness, in.!! Reduced Wall thick. for Fabrication (ASTM 252), in. !!A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips!!Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
|rowspan="2"|14 ||13|| 0.5|| 0.44|| 18.47|| 831|| 291|| 748<br />
|-<br />
|12.75||0.625<sup>9</sup>||0.55||22.84||1028||360||925<br />
|-<br />
|rowspan="2"|16 ||15|| 0.5|| 0.44|| 21.22|| 955|| 334|| 859<br />
|-<br />
|14.75||0.625<sup>9</sup>||0.55|| 26.28|| 1183|| 414|| 1064<br />
|-<br />
|colspan="8" align="left"|'''<sup>1</sup>'''Values are applicable for Strength Limit States. <br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control. <br/>'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control. <br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. <br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance. <br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered. <br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance <br/>'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br/>'''Notes: '''<br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]. <br/>Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup>!!colspan="5"|Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
!Pile Outside Diameter O.D., in. !!Pile Inside Diameter I.D., in. !!Minimum Wall Thickness,<br/>in. !!Reduced Wall thick. for Fabrication (ASTM 252),<br/>in. !!A<sub>s</sub>,<sup>4</sup><br/>Area of Steel Pipe,<br/>sq. in.!!Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !!Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>,<br/>LRFD 10.7.8,<br/>kips !!Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2,<br/>in. !!A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe,<br/>sq. in.!!A<sub>c</sub> Concrete Area,<br/>sq. in. !!Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>,<br/>kips!!Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>,<br/>kips<br />
|-<br />
|rowspan="2"|14|| 13|| 0.5|| 0.44|| 18.47|| 831|| 499|| 748|| 0.375|| 15.76|| 133|| 1160|| 696<br />
|-<br />
|12.75||0.625<sup>'''11'''</sup>||0.55|| 22.84|| 1028|| 617|| 925|| 0.484|| 20.14|| 128|| 1340|| 804 <br />
|-<br />
|rowspan="2"|16||15 ||0.5|| 0.44|| 21.22|| 955 ||573 ||859 ||0.375 ||18.11|| 177|| 1416|| 850 <br />
|-<br />
|14.75||0.625<sup>'''11'''</sup>|| 0.55|| 26.28|| 1183|| 710|| 1064|| 0.484|| 23.18|| 171|| 1624|| 975<br />
|-<br />
|rowspan="2"|20||19 ||0.5|| 0.44|| 26.72|| 1202|| 721|| 1082 ||0.375|| 22.83|| 284|| 1991|| 1195<br />
|-<br />
|18.75||0.625|| 0.55|| 33.15|| 1492|| 895|| 1343|| 0.484|| 29.27|| 276|| 2256|| 1354<br />
|-<br />
|rowspan="3"|24||23|| 0.5|| 0.44|| 32.21|| 1450|| 870|| 1305|| 0.375|| 27.54|| 415|| 2652|| 1591<br />
|-<br />
|22.75||0.625|| 0.55|| 40.03|| 1801|| 1081|| 1621|| 0.484|| 35.36|| 406|| 2973|| 1784<br />
|-<br />
|22.5 ||0.75||0.66|| 47.74|| 2148|| 1289|| 1933|| 0.594|| 43.08|| 398|| 3290|| 1974<br />
|-<br />
|colspan="13" align="left"|'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br/><br/>'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br/><br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br/><br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br/><br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;≤ Maximum nominal driving resistance.<br />
<br/><br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br/><br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br/><br/>'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br/><br/>'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br/><br/>'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans.<br />
<br/><br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br/><br/>Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br/><br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile can be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed for all piles (bearing pile and friction pile) using the Delmag D19-42 hammer and the Delmag D30-32 – Heavy Hammer.<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Nominal Driving Stress||width="840"| ||LRFD 10.7.8<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=53628751.36 Driven Piles2024-03-27T16:05:17Z<p>Hoskir: /* 751.36.5.7.2.1 Design Values for Individual HP Pile */ updated per RR3857</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50S (fy = 50 ksi) steel. <br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM 252 Grade 3 <br />
<br />
:(f<sub>y</sub> = 45 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2022.jpg|center|450px]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM 252 Grade 3 (45 ksi). ASTM 252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>). <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
!Pile Outside Diameter O.D., in.!!Pile Inside Diameter I.D., in.!!Minimum Wall Thickness, in.!! Reduced Wall thick. for Fabrication (ASTM 252), in. !!A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips!!Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
|rowspan="2"|14 ||13|| 0.5|| 0.44|| 18.47|| 831|| 291|| 748<br />
|-<br />
|12.75||0.625<sup>9</sup>||0.55||22.84||1028||360||925<br />
|-<br />
|rowspan="2"|16 ||15|| 0.5|| 0.44|| 21.22|| 955|| 334|| 859<br />
|-<br />
|14.75||0.625<sup>9</sup>||0.55|| 26.28|| 1183|| 414|| 1064<br />
|-<br />
|colspan="8" align="left"|'''<sup>1</sup>'''Values are applicable for Strength Limit States. <br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control. <br/>'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control. <br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. <br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance. <br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered. <br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance <br/>'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br/>'''Notes: '''<br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]. <br/>Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup>!!colspan="5"|Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
!Pile Outside Diameter O.D., in. !!Pile Inside Diameter I.D., in. !!Minimum Wall Thickness,<br/>in. !!Reduced Wall thick. for Fabrication (ASTM 252),<br/>in. !!A<sub>s</sub>,<sup>4</sup><br/>Area of Steel Pipe,<br/>sq. in.!!Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !!Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>,<br/>LRFD 10.7.8,<br/>kips !!Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2,<br/>in. !!A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe,<br/>sq. in.!!A<sub>c</sub> Concrete Area,<br/>sq. in. !!Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>,<br/>kips!!Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>,<br/>kips<br />
|-<br />
|rowspan="2"|14|| 13|| 0.5|| 0.44|| 18.47|| 831|| 499|| 748|| 0.375|| 15.76|| 133|| 1160|| 696<br />
|-<br />
|12.75||0.625<sup>'''11'''</sup>||0.55|| 22.84|| 1028|| 617|| 925|| 0.484|| 20.14|| 128|| 1340|| 804 <br />
|-<br />
|rowspan="2"|16||15 ||0.5|| 0.44|| 21.22|| 955 ||573 ||859 ||0.375 ||18.11|| 177|| 1416|| 850 <br />
|-<br />
|14.75||0.625<sup>'''11'''</sup>|| 0.55|| 26.28|| 1183|| 710|| 1064|| 0.484|| 23.18|| 171|| 1624|| 975<br />
|-<br />
|rowspan="2"|20||19 ||0.5|| 0.44|| 26.72|| 1202|| 721|| 1082 ||0.375|| 22.83|| 284|| 1991|| 1195<br />
|-<br />
|18.75||0.625|| 0.55|| 33.15|| 1492|| 895|| 1343|| 0.484|| 29.27|| 276|| 2256|| 1354<br />
|-<br />
|rowspan="3"|24||23|| 0.5|| 0.44|| 32.21|| 1450|| 870|| 1305|| 0.375|| 27.54|| 415|| 2652|| 1591<br />
|-<br />
|22.75||0.625|| 0.55|| 40.03|| 1801|| 1081|| 1621|| 0.484|| 35.36|| 406|| 2973|| 1784<br />
|-<br />
|22.5 ||0.75||0.66|| 47.74|| 2148|| 1289|| 1933|| 0.594|| 43.08|| 398|| 3290|| 1974<br />
|-<br />
|colspan="13" align="left"|'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br/><br/>'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br/><br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br/><br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br/><br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;≤ Maximum nominal driving resistance.<br />
<br/><br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br/><br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br/><br/>'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br/><br/>'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br/><br/>'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans.<br />
<br/><br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br/><br/>Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br/><br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile can be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed for all piles (bearing pile and friction pile) using the Delmag D19-42 hammer and the Delmag D30-32 – Heavy Hammer.<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Nominal Driving Stress||width="840"| ||LRFD 10.7.8<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=53627751.1 Preliminary Design2024-03-27T15:28:09Z<p>Hoskir: /* 751.1.2.22 Types of Piling */ updated formatting</p>
<hr />
<div><div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Forms'''<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
<br />
The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
<br />
Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. <br />
<br />
'''New Structures:'''<br />
<br />
:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
<br />
:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):<br />
<br />
:'''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
<br />
::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
:'''Single Structures with the Suffix “R”:'''<br />
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement. <br />
<br />
:'''Twin Structures with the Same Bridge Number:'''<br />
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''<br />
<br />
:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation. <br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
<br />
:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
<br />
:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
<br />
:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “-#2” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451-#2). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
<br />
'''Create Job Folders'''<br />
<br />
Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file: <br />
<center> <br />
{|<br />
|-<br />
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder<br />
|-<br />
|Outer (pink label)|| ||County, Route and Job No.<br />
|-<br />
|Correspondence|| ||County, Route and Job No.<br />
|-<br />
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.<br />
|}<br />
</center><br />
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer. <br />
<br />
'''Calculate Drainage Information'''<br />
<br />
For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder. <br />
<br />
'''Process Electronic Files'''<br />
<br />
When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
Add the newly assigned bridge number to the files and place a hard copy in the layout folder. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
<br />
Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
<br />
Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<br />
[[image:751.1.1.5 Sept 28 2016.jpg|center|975px]]<br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft., they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Keep in mind that box culverts should be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
<br />
====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
<br />
For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
<br />
Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
<br />
====751.1.2.8.2 Environmental Requirements====<br />
<br />
See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
<br />
====751.1.2.8.3 Layout====<br />
<br />
=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
<br />
=====751.1.2.8.3.2 Length=====<br />
<br />
The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
<br />
When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
<br />
=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
<br />
Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
<br />
:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
<br />
For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
<br />
=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
<br />
====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
<br />
Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
<br />
====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
<br />
===751.1.2.9 Girder Type Selection===<br />
<br />
Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
<br />
If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
<br />
====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
<br />
For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
<br />
====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
<br />
Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
<br />
Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
<br />
Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
<br />
The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
<br />
[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the normal water surface and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
<br />
Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
<br />
:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
<br />
:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
<br />
:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
<br />
:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
<br />
The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
<br />
===751.1.2.10 Longer Bridges===<br />
<br />
For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
<br />
Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
<br />
===751.1.2.11 Staged Construction===<br />
<br />
If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
<br />
If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
<br />
If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
<br />
For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
<br />
===751.1.2.12 Temporary Barriers===<br />
<br />
Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
<br />
:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
<br />
:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
<br />
:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
<br />
<br />
For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
<br />
Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
<br />
When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
<br />
<br />
[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
<br />
===751.1.2.13 Earthquake (Seismic) Consideration===<br />
<br />
See [[:Category:756 Seismic Design|EPG 756 Seismic Design]] for flowcharted seismic design requirements. <br />
<br />
All new bridge/wall designs must meet Seismic Design Category A requirements which includes nonseismic (or static) designs unless the seismic design category is B, C, or D. If the structure you are laying out falls in Seismic Design Category B, C or D, there are a few items to keep in mind. Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. Pile cap intermediate bents are preferable to open column bents on footings because footings can grow quite large due to seismic forces. Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders wherever possible. <br />
<br />
Go to https://earthquake.usgs.gov/designmaps/us/application.php and use the following instructions to determine the LRFD Seismic Design Category: <br />
<br />
:Instructions:<br />
<br />
:1. For “Design Code Reference Document”, '''select''' “Derived from USGS hazard data available in 2002” followed by “2009 AASHTO”.<br />
<br />
:2. For “Site Soil Classification”, '''select''' “Site Soil Classification” (Select Site Class “A, B, C, D or E” for preliminary design per Geotechnical Section recommendation or for final design as given on Foundation Investigation Geotechnical Report.<br />
<br />
:3. For “Site Latitude” and “Site Longitude”, '''input''' coordinates or alternatively '''input''' address or zip code in the map area.<br />
<br />
The new bridge design schedule for a seismic bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.14 Temporary Bridges===<br />
<br />
If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
<br />
Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
<br />
===751.1.2.15 Bridges Over Railroads===<br />
<br />
Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
<br />
* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
<br />
If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
<br />
The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
<br />
When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
<br />
The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.16 Historical Bridge Considerations===<br />
<br />
You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
<br />
The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
<br />
Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
<br />
===751.1.2.17 Preliminary Cost Estimate===<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound the increases by using your judgment).<br />
<br />
:::{|border="0" <br />
<br />
|<u>Item</u>||<u>% Increase</u><br />
|-<br />
|width="200"|Staged Construction||align="center"|10<br />
|-<br />
|Horizontally Curved||align="center"|5<br />
|-<br />
|Seismic Performance Cat. B||align="center"|10 *<br />
|-<br />
|Seismic Performance Cat. C||align="center"|25 *<br />
|-<br />
|Seismic Performance Cat. D||align="center"|40 *<br />
|-<br />
|Tight Site/Limited Access||align="center"|3<br />
|}<br />
<br />
<br />
:::<math>*</math> These factors assume estimated quantities have not been increased due to seismic forces.<br />
<br />
<br />
Some guidelines for estimating the cost of the removal of existing bridges include:<br />
<br />
:::{|border="0"<br />
<br />
|<u>Type of Bridge Removal</u>||<u>Cost per Square Foot</u><br />
|-<br />
|Simple Structures Over Streams||align="center"|**<br />
|-<br />
|Girder Structures Over Roads||align="center"|**<br />
|-<br />
|Conc. Slab Structures Over Interstates||align="center"|**<br />
|-<br />
|&nbsp; &nbsp;(quick opening of lanes to traffic)<br />
|}<br />
<br />
:::<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Preliminary and Review Engineer.<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
<br />
====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[[media:751.1.2.18.2 Design Implications.docx|Design Implications]]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([[media:144 Major Highway System 2022.pdf|major]]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• Priority 1 or 2 [[media:756_AppendixA-EQEmergencyHwyRoutes.pdf|earthquake emergency routes]] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
<br />
3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
<br />
4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
<br />
5. Identify slopes at end bents.<br />
<br />
6. Indicate elevation of any berms to be constructed at the end bents.<br />
<br />
7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
<br />
8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
<br />
9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
<br />
10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
<br />
12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
<br />
13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
<br />
14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
<br />
15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<div id="21. For redecks or in other cases where"></div><br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
<br />
24. Form liners are standard for MSE large block walls. Be specific regarding names, types and colors of staining, and names and types of form liner. See [http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings – MSE Wall - MSEW].<br />
<br />
25. For MSE wall abutments: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _” that would require Geotechnical Section input regarding the Site Class and Seismic Design Category used for cost estimating. (This is similar to item no. 9 under [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[#751.1.3.9 Environmental Considerations: Asbestos and Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
<br />
====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
<br />
====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
<br />
'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
<br />
====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
<br />
'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
<br />
:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
<br />
'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the Request for Final Soundings for Structures form. <br />
<br />
:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
<br />
:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation and the retained material. <br />
<br />
'''Due Date –''' Use the following guidelines when setting a due date:<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed Request for Final Soundings of Structures form and the other supporting documents listed above should be stored on the Bridge Division SharePoint page in the [http://sharepoint/systemdelivery/BR/projects/default.aspx Projects-Inwork directory] under the structure’s subfolder. (Consultants should contact the Structural Liaison Engineer).<br />
<br />
A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed Request for Final Soundings of Structures Form and supporting documents. In addition to the SharePoint link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
<br />
The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
<br />
:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
<br />
:Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
<br />
:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
<br />
:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Webs===<br />
<br />
On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
|1.)||colspan="2"|General Information<br />
|-<br />
|&nbsp;||a.||Route and structure classifications<br />
|-<br />
|&nbsp;||b.||Live load designation<br />
|-<br />
|&nbsp;||c.||Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
|&nbsp;||d.||Tie station (if applicable).<br />
|-<br />
|&nbsp;||e.||Beginning station.<br />
|-<br />
|&nbsp;||f.||Horizontal curve data.<br />
|-<br />
|&nbsp;||g.||Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
|&nbsp;||h.||Excavation datum.<br />
|-<br />
|2.)||colspan="2"|Superstructure<br />
|-<br />
|&nbsp;||a.||Type and span lengths.<br />
|-<br />
|&nbsp;||b.||Roadway widths and type of barrier or railing.<br />
|-<br />
|3.)||colspan="2"|Substructure<br />
|-<br />
|&nbsp;||a.||Skew(s) of all bents.<br />
|-<br />
|&nbsp;||b.||Types of all bents.<br />
|-<br />
|&nbsp;||c.||Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
|&nbsp;||d.||Locations and top of wall elevations for collision walls.<br />
|-<br />
|&nbsp;||e.||Embedment of encasement for encased pile cap bent.<br />
|-<br />
|&nbsp;||f.||Location of tie beam.<br />
|-<br />
|&nbsp;||g.||Bottom elevations of web beam.<br />
|-<br />
|4.)||colspan="2"|End Bents (Abutments)<br />
|-<br />
|&nbsp;||a.||Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
|&nbsp;||b.||Berm elevations.<br />
|-<br />
|&nbsp;||c.||Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
|&nbsp;||d.||Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
|&nbsp;||e.||Angle of internal friction to be used for deadman anchors.<br />
|-<br />
|5.)||colspan="2"|Foundations<br />
|-<br />
|&nbsp;||a.||Type and lengths of all piling.<br />
|-<br />
|&nbsp;||b.||Minimum galvanized penetration (elevation) <br />
|-<br />
|&nbsp;||c.||Minimum tip elevations for all piles.<br />
|-<br />
|&nbsp;||d.||Location and elevation for any preboring.<br />
|-style="vertical-align:top;"<br />
|&nbsp;||e.||Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
|&nbsp;||f.||For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.<br />
|-<br />
|&nbsp;||g.||Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
|&nbsp;||h.||Location of any cofferdams and/or seal courses.<br />
|-<br />
|&nbsp;||i.||End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
|&nbsp;||j.||Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
|&nbsp;||k.||Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
|&nbsp;||l.||Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
|6.)||colspan="2"|Traffic Handling<br />
|-<br />
|&nbsp;||a.||How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
|&nbsp;||b.||Include a sketch of any staging.<br />
|-<br />
|7.)||colspan="2"|Disposition of Existing Structure<br />
|-<br />
|&nbsp;||a.||Bridge No(s). of structures slated for removal.<br />
|-<br />
|&nbsp;||b.||Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
|8.)||colspan="2"|Hydraulic Information<br />
|-<br />
|&nbsp;||a.||Drainage area and terrain description.<br />
|-<br />
|&nbsp;||b.||Design frequency.<br />
|-<br />
|&nbsp;||c.||Design discharge.<br />
|-<br />
|&nbsp;||d.||Design high water elevation.<br />
|-<br />
|&nbsp;||e.||Estimated backwater.<br />
|-<br />
|&nbsp;||f.||Overtopping frequency and discharge if less than 500 yr.<br />
|-<br />
|9.)||colspan="2" |Seismic Information (New Bridge or Wall) (Applies to both dynamic and static designs)<br />
|-<br />
|&nbsp;||a.|| Site Class, Seismic Design Category, A<sub>s</sub>, S<sub>D1</sub><br />
|-<br />
|&nbsp;||b.|| Either “LRFD Seismic Details Only” or “LRFD Complete Seismic Analysis”<br />
|-<br />
|&nbsp;||c.<br/><br/>|| For Nonseismic (or static) designs, Seismic Design Category A, A<sub>s</sub>, S<sub>D1</sub> (All new designs must meet SDC A. See [[#751.1.2.13 Earthquake (Seismic) Consideration|EPG 751.1.2.13 Earthquake (Seismic) Consideration]].)<br />
|-<br />
|10.)||colspan="2"|Miscellaneous<br />
|-<br />
|&nbsp;||a.||Locations of Bridge Approach Slabs.<br />
|-<br />
|&nbsp;||b.||Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
|&nbsp;||c.||The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
|&nbsp;||d.||Station equations.<br />
|-<br />
|&nbsp;||e.||Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
|&nbsp;||f.||Use of weathering steel or color of paint (steel girders).<br />
|-<br />
|&nbsp;||g.||Name and phone number of district contact.<br />
|-<br />
|&nbsp;||h.||Preliminary Cost Estimate.<br />
|-<br />
|&nbsp;||i.||Details of any utilities to be attached to the bridge.<br />
|-<br />
|&nbsp;||j.||Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
|&nbsp;||k.||Channel change requirements.<br />
|-<br />
|&nbsp;||l.||Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
|&nbsp;||m.||Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
|&nbsp;||n.||Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
|&nbsp;||o.||All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="20"|&nbsp;||colspan="2" align="left"|'''1''' Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be<br />
|-<br />
||&nbsp;||width="10"|&nbsp;||given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''3''' Show for open ended CIP piles.<br />
|}<br />
<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri: <br />
<br />
:* MASH (2016) TL-4 (Type C and D barrier)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier)<br />
:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)<br />
:* NCHRP 350 TL-3 (thrie beam railing).<br />
<br />
Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following: <br />
:* sight distance concerns. Type H barrier or two tube rail is recommended. <br />
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.<br />
:* roadway width restrictions. Two tube rail or thrie beam rail is recommended.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes<br />
|-<br />
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)<br />
|-<br />
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)<br />
|-<br />
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical. <br />
|-<br />
|'''Steel Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)<br/>A 42” two tube rail has been successfully crash tested for TL-4, but an end treatment has not been approved for use.<br />
|-<br />
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-4) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)<br />
|-<br />
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes. <br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness<br />
|- <br />
|Latex Modified||align="center"| 1¾″ to 3″<br />
|-<br />
|Silica Fume||align="center"| 1¾″ to 3″<br />
|-<br />
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|Steel Fiber Reinforced||align="center"| 3″ to 4″<br />
|-<br />
|Low Slump||align="center"| 2¼″ to 3″<br />
|-<br />
|Polyester Polymer||align="center"| ¾″ to 3″<br />
|}<br />
</center><br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
</center><br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the Assistant State Bridge Engineer for a report not yet uploaded to TMS. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a minimum of 0.4H with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-00-043 (Elias et al. 2001).<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in two categories:<br />
<br />
*Small block walls<br />
*Large block walls<br />
<br />
Small block walls are battered walls with a maximum height of 10 feet.<br />
<br />
Large block walls are vertical walls with heights that may exceed 10 feet.<br />
<br />
Combination wall systems are considered small block wall system and shall be battered with a maximum height of 10 feet.<br />
<div id="Aesthetic enhancements may be used"></div><br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[#751.1.2.33 Aesthetic Enhancements|aesthetic enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, no extra support ledge and produce no risk of delaminations or falling work. However, for MSE large block walls only, form liners are required for all panels. For additional information, see [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e. positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA Demonstration Project 82)<br />
<br />
{|border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="250"|'''Slope in Front of Wall'''||width="250"|'''Minimum Embedment'''<br />
|-<br />
|Horizontal||H/20<br />
|-<br />
|3H:1V||H/10<br />
|-<br />
|2H:1V||H/7<br />
|}<br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned, they will include a minimum embedment necessary for global stability.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[#751.1.2.20 Soundings (Borings)|EPG 751.1.2.20 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1 Preliminary Design#751.1.2.18 Preliminary Cost Estimate|EPG 751.1.2.18 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=53626751.36 Driven Piles2024-03-27T15:25:43Z<p>Hoskir: /* 751.36.5.7.1.1 Design Values for Individual HP Pile */ updated per RR3857</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50S (fy = 50 ksi) steel. <br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM 252 Grade 3 <br />
<br />
:(f<sub>y</sub> = 45 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2022.jpg|center|450px]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM 252 Grade 3 (45 ksi). ASTM 252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>). <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
!Pile Outside Diameter O.D., in.!!Pile Inside Diameter I.D., in.!!Minimum Wall Thickness, in.!! Reduced Wall thick. for Fabrication (ASTM 252), in. !!A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips!!Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
|rowspan="2"|14 ||13|| 0.5|| 0.44|| 18.47|| 831|| 291|| 748<br />
|-<br />
|12.75||0.625<sup>9</sup>||0.55||22.84||1028||360||925<br />
|-<br />
|rowspan="2"|16 ||15|| 0.5|| 0.44|| 21.22|| 955|| 334|| 859<br />
|-<br />
|14.75||0.625<sup>9</sup>||0.55|| 26.28|| 1183|| 414|| 1064<br />
|-<br />
|colspan="8" align="left"|'''<sup>1</sup>'''Values are applicable for Strength Limit States. <br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control. <br/>'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control. <br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. <br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance. <br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered. <br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance <br/>'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br/>'''Notes: '''<br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]. <br/>Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>When Minimum Nominal Axial Compressive Resistance exceeds 600 kips do not use FHWA-modified Gates Dynamic Formula for field verification. Use Dynamic testing, Wave equation analysis or other method.<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup>!!colspan="5"|Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
!Pile Outside Diameter O.D., in. !!Pile Inside Diameter I.D., in. !!Minimum Wall Thickness,<br/>in. !!Reduced Wall thick. for Fabrication (ASTM 252),<br/>in. !!A<sub>s</sub>,<sup>4</sup><br/>Area of Steel Pipe,<br/>sq. in.!!Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !!Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>,<br/>LRFD 10.7.8,<br/>kips !!Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2,<br/>in. !!A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe,<br/>sq. in.!!A<sub>c</sub> Concrete Area,<br/>sq. in. !!Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>,<br/>kips!!Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>,<br/>kips<br />
|-<br />
|rowspan="2"|14|| 13|| 0.5|| 0.44|| 18.47|| 831|| 499|| 748|| 0.375|| 15.76|| 133|| 1160|| 696<br />
|-<br />
|12.75||0.625<sup>'''11'''</sup>||0.55|| 22.84|| 1028|| 617|| 925|| 0.484|| 20.14|| 128|| 1340|| 804 <br />
|-<br />
|rowspan="2"|16||15 ||0.5|| 0.44|| 21.22|| 955 ||573 ||859 ||0.375 ||18.11|| 177|| 1416|| 850 <br />
|-<br />
|14.75||0.625<sup>'''11'''</sup>|| 0.55|| 26.28|| 1183|| 710|| 1064|| 0.484|| 23.18|| 171|| 1624|| 975<br />
|-<br />
|rowspan="2"|20||19 ||0.5|| 0.44|| 26.72|| 1202|| 721|| 1082 ||0.375|| 22.83|| 284|| 1991|| 1195<br />
|-<br />
|18.75||0.625|| 0.55|| 33.15|| 1492|| 895|| 1343|| 0.484|| 29.27|| 276|| 2256|| 1354<br />
|-<br />
|rowspan="3"|24||23|| 0.5|| 0.44|| 32.21|| 1450|| 870|| 1305|| 0.375|| 27.54|| 415|| 2652|| 1591<br />
|-<br />
|22.75||0.625|| 0.55|| 40.03|| 1801|| 1081|| 1621|| 0.484|| 35.36|| 406|| 2973|| 1784<br />
|-<br />
|22.5 ||0.75||0.66|| 47.74|| 2148|| 1289|| 1933|| 0.594|| 43.08|| 398|| 3290|| 1974<br />
|-<br />
|colspan="13" align="left"|'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br/><br/>'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br/><br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br/><br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br/><br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;≤ Maximum nominal driving resistance.<br />
<br/><br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br/><br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br/><br/>'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br/><br/>'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br/><br/>'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans.<br />
<br/><br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br/><br/>Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br/><br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile can be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed for all piles (bearing pile and friction pile) using the Delmag D19-42 hammer and the Delmag D30-32 – Heavy Hammer.<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Nominal Driving Stress||width="840"| ||LRFD 10.7.8<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=53625751.36 Driven Piles2024-03-27T15:14:46Z<p>Hoskir: /* 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn) */ updated per RR3857</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50S (fy = 50 ksi) steel. <br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM 252 Grade 3 <br />
<br />
:(f<sub>y</sub> = 45 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2022.jpg|center|450px]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM 252 Grade 3 (45 ksi). ASTM 252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>When Minimum Nominal Axial Compressive Resistance exceeds 600 kips do not use FHWA-modified Gates Dynamic Formula for field verification. Use Dynamic testing, Wave equation analysis or other method.<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
!Pile Outside Diameter O.D., in.!!Pile Inside Diameter I.D., in.!!Minimum Wall Thickness, in.!! Reduced Wall thick. for Fabrication (ASTM 252), in. !!A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips!!Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
|rowspan="2"|14 ||13|| 0.5|| 0.44|| 18.47|| 831|| 291|| 748<br />
|-<br />
|12.75||0.625<sup>9</sup>||0.55||22.84||1028||360||925<br />
|-<br />
|rowspan="2"|16 ||15|| 0.5|| 0.44|| 21.22|| 955|| 334|| 859<br />
|-<br />
|14.75||0.625<sup>9</sup>||0.55|| 26.28|| 1183|| 414|| 1064<br />
|-<br />
|colspan="8" align="left"|'''<sup>1</sup>'''Values are applicable for Strength Limit States. <br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control. <br/>'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control. <br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. <br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance. <br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered. <br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance <br/>'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br/>'''Notes: '''<br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]. <br/>Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>When Minimum Nominal Axial Compressive Resistance exceeds 600 kips do not use FHWA-modified Gates Dynamic Formula for field verification. Use Dynamic testing, Wave equation analysis or other method.<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Grade 3 F<sub>y</sub> = 45 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="8"|Unfilled Pipe For Axial Analysis<sup>2</sup>!!colspan="5"|Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
!Pile Outside Diameter O.D., in. !!Pile Inside Diameter I.D., in. !!Minimum Wall Thickness,<br/>in. !!Reduced Wall thick. for Fabrication (ASTM 252),<br/>in. !!A<sub>s</sub>,<sup>4</sup><br/>Area of Steel Pipe,<br/>sq. in.!!Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !!Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>,<br/>kips !!0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>,<br/>LRFD 10.7.8,<br/>kips !!Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2,<br/>in. !!A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe,<br/>sq. in.!!A<sub>c</sub> Concrete Area,<br/>sq. in. !!Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>,<br/>kips!!Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>,<br/>kips<br />
|-<br />
|rowspan="2"|14|| 13|| 0.5|| 0.44|| 18.47|| 831|| 499|| 748|| 0.375|| 15.76|| 133|| 1160|| 696<br />
|-<br />
|12.75||0.625<sup>'''11'''</sup>||0.55|| 22.84|| 1028|| 617|| 925|| 0.484|| 20.14|| 128|| 1340|| 804 <br />
|-<br />
|rowspan="2"|16||15 ||0.5|| 0.44|| 21.22|| 955 ||573 ||859 ||0.375 ||18.11|| 177|| 1416|| 850 <br />
|-<br />
|14.75||0.625<sup>'''11'''</sup>|| 0.55|| 26.28|| 1183|| 710|| 1064|| 0.484|| 23.18|| 171|| 1624|| 975<br />
|-<br />
|rowspan="2"|20||19 ||0.5|| 0.44|| 26.72|| 1202|| 721|| 1082 ||0.375|| 22.83|| 284|| 1991|| 1195<br />
|-<br />
|18.75||0.625|| 0.55|| 33.15|| 1492|| 895|| 1343|| 0.484|| 29.27|| 276|| 2256|| 1354<br />
|-<br />
|rowspan="3"|24||23|| 0.5|| 0.44|| 32.21|| 1450|| 870|| 1305|| 0.375|| 27.54|| 415|| 2652|| 1591<br />
|-<br />
|22.75||0.625|| 0.55|| 40.03|| 1801|| 1081|| 1621|| 0.484|| 35.36|| 406|| 2973|| 1784<br />
|-<br />
|22.5 ||0.75||0.66|| 47.74|| 2148|| 1289|| 1933|| 0.594|| 43.08|| 398|| 3290|| 1974<br />
|-<br />
|colspan="13" align="left"|'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/>'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br/><br/>'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br/><br/>'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br/><br/>'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br/><br/>'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;≤ Maximum nominal driving resistance.<br />
<br/><br/>'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br/><br/>'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br/><br/>'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br/><br/>'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br/><br/>'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42 and Delmag D30-23 (Heavy Hammer). Do not show minimum hammer energy on plans.<br />
<br/><br/>Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br/><br/>Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br/><br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile can be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed for all piles (bearing pile and friction pile) using the Delmag D19-42 hammer and the Delmag D30-32 – Heavy Hammer.<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Nominal Driving Stress||width="840"| ||LRFD 10.7.8<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=53624751.1 Preliminary Design2024-03-27T15:00:18Z<p>Hoskir: /* 751.1.2.31 Finishing Up Design Layout */ updated formatting on table</p>
<hr />
<div><div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Forms'''<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
<br />
The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
<br />
Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. <br />
<br />
'''New Structures:'''<br />
<br />
:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
<br />
:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):<br />
<br />
:'''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
<br />
::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
:'''Single Structures with the Suffix “R”:'''<br />
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement. <br />
<br />
:'''Twin Structures with the Same Bridge Number:'''<br />
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''<br />
<br />
:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation. <br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
<br />
:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
<br />
:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
<br />
:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “-#2” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451-#2). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
<br />
'''Create Job Folders'''<br />
<br />
Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file: <br />
<center> <br />
{|<br />
|-<br />
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder<br />
|-<br />
|Outer (pink label)|| ||County, Route and Job No.<br />
|-<br />
|Correspondence|| ||County, Route and Job No.<br />
|-<br />
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.<br />
|}<br />
</center><br />
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer. <br />
<br />
'''Calculate Drainage Information'''<br />
<br />
For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder. <br />
<br />
'''Process Electronic Files'''<br />
<br />
When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
Add the newly assigned bridge number to the files and place a hard copy in the layout folder. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
<br />
Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
<br />
Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<br />
[[image:751.1.1.5 Sept 28 2016.jpg|center|975px]]<br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft., they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Keep in mind that box culverts should be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
<br />
====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
<br />
For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
<br />
Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
<br />
====751.1.2.8.2 Environmental Requirements====<br />
<br />
See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
<br />
====751.1.2.8.3 Layout====<br />
<br />
=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
<br />
=====751.1.2.8.3.2 Length=====<br />
<br />
The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
<br />
When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
<br />
=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
<br />
Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
<br />
:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
<br />
For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
<br />
=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
<br />
====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
<br />
Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
<br />
====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
<br />
===751.1.2.9 Girder Type Selection===<br />
<br />
Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
<br />
If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
<br />
====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
<br />
For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
<br />
====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
<br />
Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
<br />
Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
<br />
Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
<br />
The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
<br />
[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the normal water surface and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
<br />
Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
<br />
:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
<br />
:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
<br />
:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
<br />
:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
<br />
The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
<br />
===751.1.2.10 Longer Bridges===<br />
<br />
For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
<br />
Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
<br />
===751.1.2.11 Staged Construction===<br />
<br />
If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
<br />
If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
<br />
If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
<br />
For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
<br />
===751.1.2.12 Temporary Barriers===<br />
<br />
Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
<br />
:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
<br />
:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
<br />
:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
<br />
<br />
For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
<br />
Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
<br />
When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
<br />
<br />
[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
<br />
===751.1.2.13 Earthquake (Seismic) Consideration===<br />
<br />
See [[:Category:756 Seismic Design|EPG 756 Seismic Design]] for flowcharted seismic design requirements. <br />
<br />
All new bridge/wall designs must meet Seismic Design Category A requirements which includes nonseismic (or static) designs unless the seismic design category is B, C, or D. If the structure you are laying out falls in Seismic Design Category B, C or D, there are a few items to keep in mind. Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. Pile cap intermediate bents are preferable to open column bents on footings because footings can grow quite large due to seismic forces. Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders wherever possible. <br />
<br />
Go to https://earthquake.usgs.gov/designmaps/us/application.php and use the following instructions to determine the LRFD Seismic Design Category: <br />
<br />
:Instructions:<br />
<br />
:1. For “Design Code Reference Document”, '''select''' “Derived from USGS hazard data available in 2002” followed by “2009 AASHTO”.<br />
<br />
:2. For “Site Soil Classification”, '''select''' “Site Soil Classification” (Select Site Class “A, B, C, D or E” for preliminary design per Geotechnical Section recommendation or for final design as given on Foundation Investigation Geotechnical Report.<br />
<br />
:3. For “Site Latitude” and “Site Longitude”, '''input''' coordinates or alternatively '''input''' address or zip code in the map area.<br />
<br />
The new bridge design schedule for a seismic bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.14 Temporary Bridges===<br />
<br />
If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
<br />
Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
<br />
===751.1.2.15 Bridges Over Railroads===<br />
<br />
Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
<br />
* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
<br />
If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
<br />
The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
<br />
When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
<br />
The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.16 Historical Bridge Considerations===<br />
<br />
You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
<br />
The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
<br />
Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
<br />
===751.1.2.17 Preliminary Cost Estimate===<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound the increases by using your judgment).<br />
<br />
:::{|border="0" <br />
<br />
|<u>Item</u>||<u>% Increase</u><br />
|-<br />
|width="200"|Staged Construction||align="center"|10<br />
|-<br />
|Horizontally Curved||align="center"|5<br />
|-<br />
|Seismic Performance Cat. B||align="center"|10 *<br />
|-<br />
|Seismic Performance Cat. C||align="center"|25 *<br />
|-<br />
|Seismic Performance Cat. D||align="center"|40 *<br />
|-<br />
|Tight Site/Limited Access||align="center"|3<br />
|}<br />
<br />
<br />
:::<math>*</math> These factors assume estimated quantities have not been increased due to seismic forces.<br />
<br />
<br />
Some guidelines for estimating the cost of the removal of existing bridges include:<br />
<br />
:::{|border="0"<br />
<br />
|<u>Type of Bridge Removal</u>||<u>Cost per Square Foot</u><br />
|-<br />
|Simple Structures Over Streams||align="center"|**<br />
|-<br />
|Girder Structures Over Roads||align="center"|**<br />
|-<br />
|Conc. Slab Structures Over Interstates||align="center"|**<br />
|-<br />
|&nbsp; &nbsp;(quick opening of lanes to traffic)<br />
|}<br />
<br />
:::<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Preliminary and Review Engineer.<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
<br />
====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[[media:751.1.2.18.2 Design Implications.docx|Design Implications]]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([[media:144 Major Highway System 2022.pdf|major]]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• Priority 1 or 2 [[media:756_AppendixA-EQEmergencyHwyRoutes.pdf|earthquake emergency routes]] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
<br />
3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
<br />
4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
<br />
5. Identify slopes at end bents.<br />
<br />
6. Indicate elevation of any berms to be constructed at the end bents.<br />
<br />
7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
<br />
8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
<br />
9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
<br />
10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
<br />
12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
<br />
13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
<br />
14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
<br />
15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<div id="21. For redecks or in other cases where"></div><br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
<br />
24. Form liners are standard for MSE large block walls. Be specific regarding names, types and colors of staining, and names and types of form liner. See [http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings – MSE Wall - MSEW].<br />
<br />
25. For MSE wall abutments: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _” that would require Geotechnical Section input regarding the Site Class and Seismic Design Category used for cost estimating. (This is similar to item no. 9 under [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[#751.1.3.9 Environmental Considerations: Asbestos and Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
<br />
====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
<br />
====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
<br />
'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
<br />
====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
<br />
'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
<br />
:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
<br />
'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the Request for Final Soundings for Structures form. <br />
<br />
:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
<br />
:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation and the retained material. <br />
<br />
'''Due Date –''' Use the following guidelines when setting a due date:<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed Request for Final Soundings of Structures form and the other supporting documents listed above should be stored on the Bridge Division SharePoint page in the [http://sharepoint/systemdelivery/BR/projects/default.aspx Projects-Inwork directory] under the structure’s subfolder. (Consultants should contact the Structural Liaison Engineer).<br />
<br />
A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed Request for Final Soundings of Structures Form and supporting documents. In addition to the SharePoint link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
<br />
The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
<br />
:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
<br />
:Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
<br />
:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
<br />
:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Webs===<br />
<br />
On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
|1.)||colspan="2"|General Information<br />
|-<br />
|&nbsp;||a.||Route and structure classifications<br />
|-<br />
|&nbsp;||b.||Live load designation<br />
|-<br />
|&nbsp;||c.||Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
|&nbsp;||d.||Tie station (if applicable).<br />
|-<br />
|&nbsp;||e.||Beginning station.<br />
|-<br />
|&nbsp;||f.||Horizontal curve data.<br />
|-<br />
|&nbsp;||g.||Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
|&nbsp;||h.||Excavation datum.<br />
|-<br />
|2.)||colspan="2"|Superstructure<br />
|-<br />
|&nbsp;||a.||Type and span lengths.<br />
|-<br />
|&nbsp;||b.||Roadway widths and type of barrier or railing.<br />
|-<br />
|3.)||colspan="2"|Substructure<br />
|-<br />
|&nbsp;||a.||Skew(s) of all bents.<br />
|-<br />
|&nbsp;||b.||Types of all bents.<br />
|-<br />
|&nbsp;||c.||Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
|&nbsp;||d.||Locations and top of wall elevations for collision walls.<br />
|-<br />
|&nbsp;||e.||Embedment of encasement for encased pile cap bent.<br />
|-<br />
|&nbsp;||f.||Location of tie beam.<br />
|-<br />
|&nbsp;||g.||Bottom elevations of web beam.<br />
|-<br />
|4.)||colspan="2"|End Bents (Abutments)<br />
|-<br />
|&nbsp;||a.||Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
|&nbsp;||b.||Berm elevations.<br />
|-<br />
|&nbsp;||c.||Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
|&nbsp;||d.||Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
|&nbsp;||e.||Angle of internal friction to be used for deadman anchors.<br />
|-<br />
|5.)||colspan="2"|Foundations<br />
|-<br />
|&nbsp;||a.||Type and lengths of all piling.<br />
|-<br />
|&nbsp;||b.||Minimum galvanized penetration (elevation) <br />
|-<br />
|&nbsp;||c.||Minimum tip elevations for all piles.<br />
|-<br />
|&nbsp;||d.||Location and elevation for any preboring.<br />
|-style="vertical-align:top;"<br />
|&nbsp;||e.||Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
|&nbsp;||f.||For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.<br />
|-<br />
|&nbsp;||g.||Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
|&nbsp;||h.||Location of any cofferdams and/or seal courses.<br />
|-<br />
|&nbsp;||i.||End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
|&nbsp;||j.||Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
|&nbsp;||k.||Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
|&nbsp;||l.||Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
|6.)||colspan="2"|Traffic Handling<br />
|-<br />
|&nbsp;||a.||How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
|&nbsp;||b.||Include a sketch of any staging.<br />
|-<br />
|7.)||colspan="2"|Disposition of Existing Structure<br />
|-<br />
|&nbsp;||a.||Bridge No(s). of structures slated for removal.<br />
|-<br />
|&nbsp;||b.||Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
|8.)||colspan="2"|Hydraulic Information<br />
|-<br />
|&nbsp;||a.||Drainage area and terrain description.<br />
|-<br />
|&nbsp;||b.||Design frequency.<br />
|-<br />
|&nbsp;||c.||Design discharge.<br />
|-<br />
|&nbsp;||d.||Design high water elevation.<br />
|-<br />
|&nbsp;||e.||Estimated backwater.<br />
|-<br />
|&nbsp;||f.||Overtopping frequency and discharge if less than 500 yr.<br />
|-<br />
|9.)||colspan="2" |Seismic Information (New Bridge or Wall) (Applies to both dynamic and static designs)<br />
|-<br />
|&nbsp;||a.|| Site Class, Seismic Design Category, A<sub>s</sub>, S<sub>D1</sub><br />
|-<br />
|&nbsp;||b.|| Either “LRFD Seismic Details Only” or “LRFD Complete Seismic Analysis”<br />
|-<br />
|&nbsp;||c.<br/><br/>|| For Nonseismic (or static) designs, Seismic Design Category A, A<sub>s</sub>, S<sub>D1</sub> (All new designs must meet SDC A. See [[#751.1.2.13 Earthquake (Seismic) Consideration|EPG 751.1.2.13 Earthquake (Seismic) Consideration]].)<br />
|-<br />
|10.)||colspan="2"|Miscellaneous<br />
|-<br />
|&nbsp;||a.||Locations of Bridge Approach Slabs.<br />
|-<br />
|&nbsp;||b.||Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
|&nbsp;||c.||The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
|&nbsp;||d.||Station equations.<br />
|-<br />
|&nbsp;||e.||Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
|&nbsp;||f.||Use of weathering steel or color of paint (steel girders).<br />
|-<br />
|&nbsp;||g.||Name and phone number of district contact.<br />
|-<br />
|&nbsp;||h.||Preliminary Cost Estimate.<br />
|-<br />
|&nbsp;||i.||Details of any utilities to be attached to the bridge.<br />
|-<br />
|&nbsp;||j.||Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
|&nbsp;||k.||Channel change requirements.<br />
|-<br />
|&nbsp;||l.||Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
|&nbsp;||m.||Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
|&nbsp;||n.||Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
|&nbsp;||o.||All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="20"|&nbsp;||colspan="2" align="left"|'''1''' Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be<br />
|-<br />
||&nbsp;||width="10"|&nbsp;||given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''3''' Show for open ended CIP piles.<br />
|}<br />
<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri: <br />
<br />
:* MASH (2016) TL-4 (Type C and D barrier)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier)<br />
:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)<br />
:* NCHRP 350 TL-3 (thrie beam railing).<br />
<br />
Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following: <br />
:* sight distance concerns. Type H barrier or two tube rail is recommended. <br />
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.<br />
:* roadway width restrictions. Two tube rail or thrie beam rail is recommended.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes<br />
|-<br />
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)<br />
|-<br />
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)<br />
|-<br />
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical. <br />
|-<br />
|'''Steel Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)<br/>A 42” two tube rail has been successfully crash tested for TL-4, but an end treatment has not been approved for use.<br />
|-<br />
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-4) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)<br />
|-<br />
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes. <br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness<br />
|- <br />
|Latex Modified||align="center"| 1¾″ to 3″<br />
|-<br />
|Silica Fume||align="center"| 1¾″ to 3″<br />
|-<br />
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|Steel Fiber Reinforced||align="center"| 3″ to 4″<br />
|-<br />
|Low Slump||align="center"| 2¼″ to 3″<br />
|-<br />
|Polyester Polymer||align="center"| ¾″ to 3″<br />
|}<br />
</center><br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
</center><br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the Assistant State Bridge Engineer for a report not yet uploaded to TMS. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a minimum of 0.4H with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-00-043 (Elias et al. 2001).<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in two categories:<br />
<br />
*Small block walls<br />
*Large block walls<br />
<br />
Small block walls are battered walls with a maximum height of 10 feet.<br />
<br />
Large block walls are vertical walls with heights that may exceed 10 feet.<br />
<br />
Combination wall systems are considered small block wall system and shall be battered with a maximum height of 10 feet.<br />
<div id="Aesthetic enhancements may be used"></div><br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[#751.1.2.33 Aesthetic Enhancements|aesthetic enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, no extra support ledge and produce no risk of delaminations or falling work. However, for MSE large block walls only, form liners are required for all panels. For additional information, see [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e. positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA Demonstration Project 82)<br />
<br />
{|border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="250"|'''Slope in Front of Wall'''||width="250"|'''Minimum Embedment'''<br />
|-<br />
|Horizontal||H/20<br />
|-<br />
|3H:1V||H/10<br />
|-<br />
|2H:1V||H/7<br />
|}<br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned, they will include a minimum embedment necessary for global stability.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[#751.1.2.20 Soundings (Borings)|EPG 751.1.2.20 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1 Preliminary Design#751.1.2.18 Preliminary Cost Estimate|EPG 751.1.2.18 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=53623751.1 Preliminary Design2024-03-27T14:58:17Z<p>Hoskir: /* 751.1.2.31 Finishing Up Design Layout */ updated per RR3857</p>
<hr />
<div><div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
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|- <br />
|'''Forms'''<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
<br />
The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
<br />
Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. <br />
<br />
'''New Structures:'''<br />
<br />
:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
<br />
:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):<br />
<br />
:'''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
<br />
::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
:'''Single Structures with the Suffix “R”:'''<br />
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement. <br />
<br />
:'''Twin Structures with the Same Bridge Number:'''<br />
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''<br />
<br />
:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation. <br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
<br />
:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
<br />
:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
<br />
:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “-#2” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451-#2). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
<br />
'''Create Job Folders'''<br />
<br />
Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file: <br />
<center> <br />
{|<br />
|-<br />
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder<br />
|-<br />
|Outer (pink label)|| ||County, Route and Job No.<br />
|-<br />
|Correspondence|| ||County, Route and Job No.<br />
|-<br />
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.<br />
|}<br />
</center><br />
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer. <br />
<br />
'''Calculate Drainage Information'''<br />
<br />
For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder. <br />
<br />
'''Process Electronic Files'''<br />
<br />
When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
Add the newly assigned bridge number to the files and place a hard copy in the layout folder. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
<br />
Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
<br />
Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<br />
[[image:751.1.1.5 Sept 28 2016.jpg|center|975px]]<br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft., they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Keep in mind that box culverts should be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
<br />
====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
<br />
For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
<br />
Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
<br />
====751.1.2.8.2 Environmental Requirements====<br />
<br />
See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
<br />
====751.1.2.8.3 Layout====<br />
<br />
=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
<br />
=====751.1.2.8.3.2 Length=====<br />
<br />
The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
<br />
When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
<br />
=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
<br />
Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
<br />
:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
<br />
For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
<br />
=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
<br />
====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
<br />
Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
<br />
====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
<br />
===751.1.2.9 Girder Type Selection===<br />
<br />
Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
<br />
If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
<br />
====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
<br />
For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
<br />
====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
<br />
Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
<br />
Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
<br />
Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
<br />
The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
<br />
[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the normal water surface and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
<br />
Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
<br />
:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
<br />
:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
<br />
:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
<br />
:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
<br />
The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
<br />
===751.1.2.10 Longer Bridges===<br />
<br />
For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
<br />
Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
<br />
===751.1.2.11 Staged Construction===<br />
<br />
If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
<br />
If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
<br />
If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
<br />
For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
<br />
===751.1.2.12 Temporary Barriers===<br />
<br />
Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
<br />
:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
<br />
:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
<br />
:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
<br />
<br />
For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
<br />
Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
<br />
When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
<br />
<br />
[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
<br />
===751.1.2.13 Earthquake (Seismic) Consideration===<br />
<br />
See [[:Category:756 Seismic Design|EPG 756 Seismic Design]] for flowcharted seismic design requirements. <br />
<br />
All new bridge/wall designs must meet Seismic Design Category A requirements which includes nonseismic (or static) designs unless the seismic design category is B, C, or D. If the structure you are laying out falls in Seismic Design Category B, C or D, there are a few items to keep in mind. Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. Pile cap intermediate bents are preferable to open column bents on footings because footings can grow quite large due to seismic forces. Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders wherever possible. <br />
<br />
Go to https://earthquake.usgs.gov/designmaps/us/application.php and use the following instructions to determine the LRFD Seismic Design Category: <br />
<br />
:Instructions:<br />
<br />
:1. For “Design Code Reference Document”, '''select''' “Derived from USGS hazard data available in 2002” followed by “2009 AASHTO”.<br />
<br />
:2. For “Site Soil Classification”, '''select''' “Site Soil Classification” (Select Site Class “A, B, C, D or E” for preliminary design per Geotechnical Section recommendation or for final design as given on Foundation Investigation Geotechnical Report.<br />
<br />
:3. For “Site Latitude” and “Site Longitude”, '''input''' coordinates or alternatively '''input''' address or zip code in the map area.<br />
<br />
The new bridge design schedule for a seismic bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.14 Temporary Bridges===<br />
<br />
If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
<br />
Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
<br />
===751.1.2.15 Bridges Over Railroads===<br />
<br />
Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
<br />
* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
<br />
If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
<br />
The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
<br />
When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
<br />
The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.16 Historical Bridge Considerations===<br />
<br />
You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
<br />
The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
<br />
Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
<br />
===751.1.2.17 Preliminary Cost Estimate===<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound the increases by using your judgment).<br />
<br />
:::{|border="0" <br />
<br />
|<u>Item</u>||<u>% Increase</u><br />
|-<br />
|width="200"|Staged Construction||align="center"|10<br />
|-<br />
|Horizontally Curved||align="center"|5<br />
|-<br />
|Seismic Performance Cat. B||align="center"|10 *<br />
|-<br />
|Seismic Performance Cat. C||align="center"|25 *<br />
|-<br />
|Seismic Performance Cat. D||align="center"|40 *<br />
|-<br />
|Tight Site/Limited Access||align="center"|3<br />
|}<br />
<br />
<br />
:::<math>*</math> These factors assume estimated quantities have not been increased due to seismic forces.<br />
<br />
<br />
Some guidelines for estimating the cost of the removal of existing bridges include:<br />
<br />
:::{|border="0"<br />
<br />
|<u>Type of Bridge Removal</u>||<u>Cost per Square Foot</u><br />
|-<br />
|Simple Structures Over Streams||align="center"|**<br />
|-<br />
|Girder Structures Over Roads||align="center"|**<br />
|-<br />
|Conc. Slab Structures Over Interstates||align="center"|**<br />
|-<br />
|&nbsp; &nbsp;(quick opening of lanes to traffic)<br />
|}<br />
<br />
:::<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Preliminary and Review Engineer.<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
<br />
====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[[media:751.1.2.18.2 Design Implications.docx|Design Implications]]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([[media:144 Major Highway System 2022.pdf|major]]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• Priority 1 or 2 [[media:756_AppendixA-EQEmergencyHwyRoutes.pdf|earthquake emergency routes]] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
<br />
3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
<br />
4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
<br />
5. Identify slopes at end bents.<br />
<br />
6. Indicate elevation of any berms to be constructed at the end bents.<br />
<br />
7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
<br />
8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
<br />
9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
<br />
10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
<br />
12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
<br />
13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
<br />
14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
<br />
15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<div id="21. For redecks or in other cases where"></div><br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
<br />
24. Form liners are standard for MSE large block walls. Be specific regarding names, types and colors of staining, and names and types of form liner. See [http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings – MSE Wall - MSEW].<br />
<br />
25. For MSE wall abutments: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _” that would require Geotechnical Section input regarding the Site Class and Seismic Design Category used for cost estimating. (This is similar to item no. 9 under [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[#751.1.3.9 Environmental Considerations: Asbestos and Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
<br />
====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
<br />
====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
<br />
'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
<br />
====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
<br />
'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
<br />
:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
<br />
'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the Request for Final Soundings for Structures form. <br />
<br />
:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
<br />
:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation and the retained material. <br />
<br />
'''Due Date –''' Use the following guidelines when setting a due date:<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed Request for Final Soundings of Structures form and the other supporting documents listed above should be stored on the Bridge Division SharePoint page in the [http://sharepoint/systemdelivery/BR/projects/default.aspx Projects-Inwork directory] under the structure’s subfolder. (Consultants should contact the Structural Liaison Engineer).<br />
<br />
A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed Request for Final Soundings of Structures Form and supporting documents. In addition to the SharePoint link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
<br />
The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
<br />
:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
<br />
:Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
<br />
:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
<br />
:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Webs===<br />
<br />
On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
|1.)||colspan="2"|General Information<br />
|-<br />
|&nbsp;||a.||Route and structure classifications<br />
|-<br />
|&nbsp;||b.||Live load designation<br />
|-<br />
|&nbsp;||c.||Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
|&nbsp;||d.||Tie station (if applicable).<br />
|-<br />
|&nbsp;||e.||Beginning station.<br />
|-<br />
|&nbsp;||f.||Horizontal curve data.<br />
|-<br />
|&nbsp;||g.||Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
|&nbsp;||h.||Excavation datum.<br />
|-<br />
|2.)||colspan="2"|Superstructure<br />
|-<br />
|&nbsp;||a.||Type and span lengths.<br />
|-<br />
|&nbsp;||b.||Roadway widths and type of barrier or railing.<br />
|-<br />
|3.)||colspan="2"|Substructure<br />
|-<br />
|&nbsp;||a.||Skew(s) of all bents.<br />
|-<br />
|&nbsp;||b.||Types of all bents.<br />
|-<br />
|&nbsp;||c.||Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
|&nbsp;||d.||Locations and top of wall elevations for collision walls.<br />
|-<br />
|&nbsp;||e.||Embedment of encasement for encased pile cap bent.<br />
|-<br />
|&nbsp;||f.||Location of tie beam.<br />
|-<br />
|&nbsp;||g.||Bottom elevations of web beam.<br />
|-<br />
|4.)||colspan="2"|End Bents (Abutments)<br />
|-<br />
|&nbsp;||a.||Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
|&nbsp;||b.||Berm elevations.<br />
|-<br />
|&nbsp;||c.||Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
|&nbsp;||d.||Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
|&nbsp;||e.||Angle of internal friction to be used for deadman anchors.<br />
|-<br />
|5.)||colspan="2"|Foundations<br />
|-<br />
|&nbsp;||a.||Type and lengths of all piling.<br />
|-<br />
|&nbsp;||b.||Minimum galvanized penetration (elevation) <br />
|-<br />
|&nbsp;||c.||Minimum tip elevations for all piles.<br />
|-<br />
|&nbsp;||d.||Location and elevation for any preboring.<br />
|-<br />
|&nbsp;||e.||Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
|&nbsp;||f.||For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.<br />
|-<br />
|&nbsp;||g.||Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
|&nbsp;||h.||Location of any cofferdams and/or seal courses.<br />
|-<br />
|&nbsp;||i.||End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
|&nbsp;||j.||Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
|&nbsp;||k.||Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
|&nbsp;||l.||Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
|6.)||colspan="2"|Traffic Handling<br />
|-<br />
|&nbsp;||a.||How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
|&nbsp;||b.||Include a sketch of any staging.<br />
|-<br />
|7.)||colspan="2"|Disposition of Existing Structure<br />
|-<br />
|&nbsp;||a.||Bridge No(s). of structures slated for removal.<br />
|-<br />
|&nbsp;||b.||Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
|8.)||colspan="2"|Hydraulic Information<br />
|-<br />
|&nbsp;||a.||Drainage area and terrain description.<br />
|-<br />
|&nbsp;||b.||Design frequency.<br />
|-<br />
|&nbsp;||c.||Design discharge.<br />
|-<br />
|&nbsp;||d.||Design high water elevation.<br />
|-<br />
|&nbsp;||e.||Estimated backwater.<br />
|-<br />
|&nbsp;||f.||Overtopping frequency and discharge if less than 500 yr.<br />
|-<br />
|9.)||colspan="2" |Seismic Information (New Bridge or Wall) (Applies to both dynamic and static designs)<br />
|-<br />
|&nbsp;||a.|| Site Class, Seismic Design Category, A<sub>s</sub>, S<sub>D1</sub><br />
|-<br />
|&nbsp;||b.|| Either “LRFD Seismic Details Only” or “LRFD Complete Seismic Analysis”<br />
|-<br />
|&nbsp;||c.<br/><br/>|| For Nonseismic (or static) designs, Seismic Design Category A, A<sub>s</sub>, S<sub>D1</sub> (All new designs must meet SDC A. See [[#751.1.2.13 Earthquake (Seismic) Consideration|EPG 751.1.2.13 Earthquake (Seismic) Consideration]].)<br />
|-<br />
|10.)||colspan="2"|Miscellaneous<br />
|-<br />
|&nbsp;||a.||Locations of Bridge Approach Slabs.<br />
|-<br />
|&nbsp;||b.||Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
|&nbsp;||c.||The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
|&nbsp;||d.||Station equations.<br />
|-<br />
|&nbsp;||e.||Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
|&nbsp;||f.||Use of weathering steel or color of paint (steel girders).<br />
|-<br />
|&nbsp;||g.||Name and phone number of district contact.<br />
|-<br />
|&nbsp;||h.||Preliminary Cost Estimate.<br />
|-<br />
|&nbsp;||i.||Details of any utilities to be attached to the bridge.<br />
|-<br />
|&nbsp;||j.||Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
|&nbsp;||k.||Channel change requirements.<br />
|-<br />
|&nbsp;||l.||Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
|&nbsp;||m.||Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
|&nbsp;||n.||Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
|&nbsp;||o.||All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="20"|&nbsp;||colspan="2" align="left"|'''1''' Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be<br />
|-<br />
||&nbsp;||width="10"|&nbsp;||given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''3''' Show for open ended CIP piles.<br />
|}<br />
<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri: <br />
<br />
:* MASH (2016) TL-4 (Type C and D barrier)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier)<br />
:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)<br />
:* NCHRP 350 TL-3 (thrie beam railing).<br />
<br />
Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following: <br />
:* sight distance concerns. Type H barrier or two tube rail is recommended. <br />
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.<br />
:* roadway width restrictions. Two tube rail or thrie beam rail is recommended.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes<br />
|-<br />
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)<br />
|-<br />
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)<br />
|-<br />
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical. <br />
|-<br />
|'''Steel Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)<br/>A 42” two tube rail has been successfully crash tested for TL-4, but an end treatment has not been approved for use.<br />
|-<br />
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-4) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)<br />
|-<br />
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes. <br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness<br />
|- <br />
|Latex Modified||align="center"| 1¾″ to 3″<br />
|-<br />
|Silica Fume||align="center"| 1¾″ to 3″<br />
|-<br />
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|Steel Fiber Reinforced||align="center"| 3″ to 4″<br />
|-<br />
|Low Slump||align="center"| 2¼″ to 3″<br />
|-<br />
|Polyester Polymer||align="center"| ¾″ to 3″<br />
|}<br />
</center><br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
</center><br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the Assistant State Bridge Engineer for a report not yet uploaded to TMS. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a minimum of 0.4H with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-00-043 (Elias et al. 2001).<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in two categories:<br />
<br />
*Small block walls<br />
*Large block walls<br />
<br />
Small block walls are battered walls with a maximum height of 10 feet.<br />
<br />
Large block walls are vertical walls with heights that may exceed 10 feet.<br />
<br />
Combination wall systems are considered small block wall system and shall be battered with a maximum height of 10 feet.<br />
<div id="Aesthetic enhancements may be used"></div><br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[#751.1.2.33 Aesthetic Enhancements|aesthetic enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, no extra support ledge and produce no risk of delaminations or falling work. However, for MSE large block walls only, form liners are required for all panels. For additional information, see [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e. positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA Demonstration Project 82)<br />
<br />
{|border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="250"|'''Slope in Front of Wall'''||width="250"|'''Minimum Embedment'''<br />
|-<br />
|Horizontal||H/20<br />
|-<br />
|3H:1V||H/10<br />
|-<br />
|2H:1V||H/7<br />
|}<br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned, they will include a minimum embedment necessary for global stability.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[#751.1.2.20 Soundings (Borings)|EPG 751.1.2.20 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1 Preliminary Design#751.1.2.18 Preliminary Cost Estimate|EPG 751.1.2.18 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=53622751.1 Preliminary Design2024-03-27T14:39:42Z<p>Hoskir: /* 751.1.2.22 Types of Piling */ updated per RR3857</p>
<hr />
<div><div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Forms'''<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
<br />
The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
<br />
Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. <br />
<br />
'''New Structures:'''<br />
<br />
:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
<br />
:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):<br />
<br />
:'''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
<br />
::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
:'''Single Structures with the Suffix “R”:'''<br />
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement. <br />
<br />
:'''Twin Structures with the Same Bridge Number:'''<br />
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''<br />
<br />
:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation. <br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
<br />
:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
<br />
:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
<br />
:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “-#2” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451-#2). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
<br />
'''Create Job Folders'''<br />
<br />
Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file: <br />
<center> <br />
{|<br />
|-<br />
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder<br />
|-<br />
|Outer (pink label)|| ||County, Route and Job No.<br />
|-<br />
|Correspondence|| ||County, Route and Job No.<br />
|-<br />
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.<br />
|}<br />
</center><br />
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer. <br />
<br />
'''Calculate Drainage Information'''<br />
<br />
For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder. <br />
<br />
'''Process Electronic Files'''<br />
<br />
When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
Add the newly assigned bridge number to the files and place a hard copy in the layout folder. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
<br />
Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
<br />
Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<br />
[[image:751.1.1.5 Sept 28 2016.jpg|center|975px]]<br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft., they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Keep in mind that box culverts should be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
<br />
====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
<br />
For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
<br />
Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
<br />
====751.1.2.8.2 Environmental Requirements====<br />
<br />
See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
<br />
====751.1.2.8.3 Layout====<br />
<br />
=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
<br />
=====751.1.2.8.3.2 Length=====<br />
<br />
The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
<br />
When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
<br />
=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
<br />
Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
<br />
:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
<br />
For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
<br />
=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
<br />
====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
<br />
Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
<br />
====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
<br />
===751.1.2.9 Girder Type Selection===<br />
<br />
Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
<br />
If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
<br />
====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
<br />
For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
<br />
====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
<br />
Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
<br />
Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
<br />
Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
<br />
The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
<br />
[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the normal water surface and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
<br />
Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
<br />
:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
<br />
:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
<br />
:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
<br />
:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
<br />
The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
<br />
===751.1.2.10 Longer Bridges===<br />
<br />
For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
<br />
Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
<br />
===751.1.2.11 Staged Construction===<br />
<br />
If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
<br />
If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
<br />
If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
<br />
For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
<br />
===751.1.2.12 Temporary Barriers===<br />
<br />
Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
<br />
:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
<br />
:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
<br />
:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
<br />
<br />
For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
<br />
Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
<br />
When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
<br />
<br />
[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
<br />
===751.1.2.13 Earthquake (Seismic) Consideration===<br />
<br />
See [[:Category:756 Seismic Design|EPG 756 Seismic Design]] for flowcharted seismic design requirements. <br />
<br />
All new bridge/wall designs must meet Seismic Design Category A requirements which includes nonseismic (or static) designs unless the seismic design category is B, C, or D. If the structure you are laying out falls in Seismic Design Category B, C or D, there are a few items to keep in mind. Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. Pile cap intermediate bents are preferable to open column bents on footings because footings can grow quite large due to seismic forces. Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders wherever possible. <br />
<br />
Go to https://earthquake.usgs.gov/designmaps/us/application.php and use the following instructions to determine the LRFD Seismic Design Category: <br />
<br />
:Instructions:<br />
<br />
:1. For “Design Code Reference Document”, '''select''' “Derived from USGS hazard data available in 2002” followed by “2009 AASHTO”.<br />
<br />
:2. For “Site Soil Classification”, '''select''' “Site Soil Classification” (Select Site Class “A, B, C, D or E” for preliminary design per Geotechnical Section recommendation or for final design as given on Foundation Investigation Geotechnical Report.<br />
<br />
:3. For “Site Latitude” and “Site Longitude”, '''input''' coordinates or alternatively '''input''' address or zip code in the map area.<br />
<br />
The new bridge design schedule for a seismic bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.14 Temporary Bridges===<br />
<br />
If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
<br />
Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
<br />
===751.1.2.15 Bridges Over Railroads===<br />
<br />
Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
<br />
* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
<br />
If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
<br />
The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
<br />
When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
<br />
The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.16 Historical Bridge Considerations===<br />
<br />
You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
<br />
The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
<br />
Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
<br />
===751.1.2.17 Preliminary Cost Estimate===<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound the increases by using your judgment).<br />
<br />
:::{|border="0" <br />
<br />
|<u>Item</u>||<u>% Increase</u><br />
|-<br />
|width="200"|Staged Construction||align="center"|10<br />
|-<br />
|Horizontally Curved||align="center"|5<br />
|-<br />
|Seismic Performance Cat. B||align="center"|10 *<br />
|-<br />
|Seismic Performance Cat. C||align="center"|25 *<br />
|-<br />
|Seismic Performance Cat. D||align="center"|40 *<br />
|-<br />
|Tight Site/Limited Access||align="center"|3<br />
|}<br />
<br />
<br />
:::<math>*</math> These factors assume estimated quantities have not been increased due to seismic forces.<br />
<br />
<br />
Some guidelines for estimating the cost of the removal of existing bridges include:<br />
<br />
:::{|border="0"<br />
<br />
|<u>Type of Bridge Removal</u>||<u>Cost per Square Foot</u><br />
|-<br />
|Simple Structures Over Streams||align="center"|**<br />
|-<br />
|Girder Structures Over Roads||align="center"|**<br />
|-<br />
|Conc. Slab Structures Over Interstates||align="center"|**<br />
|-<br />
|&nbsp; &nbsp;(quick opening of lanes to traffic)<br />
|}<br />
<br />
:::<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Preliminary and Review Engineer.<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
<br />
====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[[media:751.1.2.18.2 Design Implications.docx|Design Implications]]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([[media:144 Major Highway System 2022.pdf|major]]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• Priority 1 or 2 [[media:756_AppendixA-EQEmergencyHwyRoutes.pdf|earthquake emergency routes]] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
<br />
3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
<br />
4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
<br />
5. Identify slopes at end bents.<br />
<br />
6. Indicate elevation of any berms to be constructed at the end bents.<br />
<br />
7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
<br />
8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
<br />
9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
<br />
10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
<br />
12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
<br />
13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
<br />
14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
<br />
15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<div id="21. For redecks or in other cases where"></div><br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
<br />
24. Form liners are standard for MSE large block walls. Be specific regarding names, types and colors of staining, and names and types of form liner. See [http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings – MSE Wall - MSEW].<br />
<br />
25. For MSE wall abutments: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _” that would require Geotechnical Section input regarding the Site Class and Seismic Design Category used for cost estimating. (This is similar to item no. 9 under [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[#751.1.3.9 Environmental Considerations: Asbestos and Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
<br />
====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
<br />
====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
<br />
'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
<br />
====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
<br />
'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
<br />
:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
<br />
'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the Request for Final Soundings for Structures form. <br />
<br />
:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
<br />
:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation and the retained material. <br />
<br />
'''Due Date –''' Use the following guidelines when setting a due date:<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed Request for Final Soundings of Structures form and the other supporting documents listed above should be stored on the Bridge Division SharePoint page in the [http://sharepoint/systemdelivery/BR/projects/default.aspx Projects-Inwork directory] under the structure’s subfolder. (Consultants should contact the Structural Liaison Engineer).<br />
<br />
A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed Request for Final Soundings of Structures Form and supporting documents. In addition to the SharePoint link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
<br />
The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
<br />
:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
<br />
:Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
<br />
:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
<br />
:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Webs===<br />
<br />
On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
|1.)||colspan="2"|General Information<br />
|-<br />
|&nbsp;||a.||Route and structure classifications<br />
|-<br />
|&nbsp;||b.||Live load designation<br />
|-<br />
|&nbsp;||c.||Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
|&nbsp;||d.||Tie station (if applicable).<br />
|-<br />
|&nbsp;||e.||Beginning station.<br />
|-<br />
|&nbsp;||f.||Horizontal curve data.<br />
|-<br />
|&nbsp;||g.||Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
|&nbsp;||h.||Excavation datum.<br />
|-<br />
|2.)||colspan="2"|Superstructure<br />
|-<br />
|&nbsp;||a.||Type and span lengths.<br />
|-<br />
|&nbsp;||b.||Roadway widths and type of barrier or railing.<br />
|-<br />
|3.)||colspan="2"|Substructure<br />
|-<br />
|&nbsp;||a.||Skew(s) of all bents.<br />
|-<br />
|&nbsp;||b.||Types of all bents.<br />
|-<br />
|&nbsp;||c.||Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
|&nbsp;||d.||Locations and top of wall elevations for collision walls.<br />
|-<br />
|&nbsp;||e.||Embedment of encasement for encased pile cap bent.<br />
|-<br />
|&nbsp;||f.||Location of tie beam.<br />
|-<br />
|&nbsp;||g.||Bottom elevations of web beam.<br />
|-<br />
|4.)||colspan="2"|End Bents (Abutments)<br />
|-<br />
|&nbsp;||a.||Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
|&nbsp;||b.||Berm elevations.<br />
|-<br />
|&nbsp;||c.||Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
|&nbsp;||d.||Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
|&nbsp;||e.||Angle of internal friction to be used for deadman anchors.<br />
|-<br />
|5.)||colspan="2"|Foundations<br />
|-<br />
|&nbsp;||a.||Type and lengths of all piling.<br />
|-<br />
|&nbsp;||b.||Minimum galvanized penetration (elevation) <br />
|-<br />
|&nbsp;||c.||Minimum tip elevations for all piles.<br />
|-<br />
|&nbsp;||d.||Location and elevation for any preboring.<br />
|-<br />
|&nbsp;||e.||Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
|&nbsp;||f.||Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
|&nbsp;||g.||Location of any cofferdams and/or seal courses.<br />
|-<br />
|&nbsp;||h.||End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
|&nbsp;||i.||Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
|&nbsp;||j.||Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
|&nbsp;||k.||Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
|6.)||colspan="2"|Traffic Handling<br />
|-<br />
|&nbsp;||a.||How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
|&nbsp;||b.||Include a sketch of any staging.<br />
|-<br />
|7.)||colspan="2"|Disposition of Existing Structure<br />
|-<br />
|&nbsp;||a.||Bridge No(s). of structures slated for removal.<br />
|-<br />
|&nbsp;||b.||Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
|8.)||colspan="2"|Hydraulic Information<br />
|-<br />
|&nbsp;||a.||Drainage area and terrain description.<br />
|-<br />
|&nbsp;||b.||Design frequency.<br />
|-<br />
|&nbsp;||c.||Design discharge.<br />
|-<br />
|&nbsp;||d.||Design high water elevation.<br />
|-<br />
|&nbsp;||e.||Estimated backwater.<br />
|-<br />
|&nbsp;||f.||Overtopping frequency and discharge if less than 500 yr.<br />
|-<br />
|9.)||colspan="2" |Seismic Information (New Bridge or Wall) (Applies to both dynamic and static designs)<br />
|-<br />
|&nbsp;||a.|| Site Class, Seismic Design Category, A<sub>s</sub>, S<sub>D1</sub><br />
|-<br />
|&nbsp;||b.|| Either “LRFD Seismic Details Only” or “LRFD Complete Seismic Analysis”<br />
|-<br />
|&nbsp;||c.<br/><br/>|| For Nonseismic (or static) designs, Seismic Design Category A, A<sub>s</sub>, S<sub>D1</sub> (All new designs must meet SDC A. See [[#751.1.2.13 Earthquake (Seismic) Consideration|EPG 751.1.2.13 Earthquake (Seismic) Consideration]].)<br />
|-<br />
|10.)||colspan="2"|Miscellaneous<br />
|-<br />
|&nbsp;||a.||Locations of Bridge Approach Slabs.<br />
|-<br />
|&nbsp;||b.||Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
|&nbsp;||c.||The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
|&nbsp;||d.||Station equations.<br />
|-<br />
|&nbsp;||e.||Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
|&nbsp;||f.||Use of weathering steel or color of paint (steel girders).<br />
|-<br />
|&nbsp;||g.||Name and phone number of district contact.<br />
|-<br />
|&nbsp;||h.||Preliminary Cost Estimate.<br />
|-<br />
|&nbsp;||i.||Details of any utilities to be attached to the bridge.<br />
|-<br />
|&nbsp;||j.||Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
|&nbsp;||k.||Channel change requirements.<br />
|-<br />
|&nbsp;||l.||Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
|&nbsp;||m.||Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
|&nbsp;||n.||Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
|&nbsp;||o.||All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="20"|&nbsp;||colspan="2" align="left"|'''1''' Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be<br />
|-<br />
||&nbsp;||width="10"|&nbsp;||given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''3''' Show for open ended CIP piles.<br />
|}<br />
<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri: <br />
<br />
:* MASH (2016) TL-4 (Type C and D barrier)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier)<br />
:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)<br />
:* NCHRP 350 TL-3 (thrie beam railing).<br />
<br />
Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following: <br />
:* sight distance concerns. Type H barrier or two tube rail is recommended. <br />
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.<br />
:* roadway width restrictions. Two tube rail or thrie beam rail is recommended.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes<br />
|-<br />
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)<br />
|-<br />
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)<br />
|-<br />
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical. <br />
|-<br />
|'''Steel Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)<br/>A 42” two tube rail has been successfully crash tested for TL-4, but an end treatment has not been approved for use.<br />
|-<br />
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-4) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)<br />
|-<br />
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes. <br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness<br />
|- <br />
|Latex Modified||align="center"| 1¾″ to 3″<br />
|-<br />
|Silica Fume||align="center"| 1¾″ to 3″<br />
|-<br />
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|Steel Fiber Reinforced||align="center"| 3″ to 4″<br />
|-<br />
|Low Slump||align="center"| 2¼″ to 3″<br />
|-<br />
|Polyester Polymer||align="center"| ¾″ to 3″<br />
|}<br />
</center><br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
</center><br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the Assistant State Bridge Engineer for a report not yet uploaded to TMS. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a minimum of 0.4H with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-00-043 (Elias et al. 2001).<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in two categories:<br />
<br />
*Small block walls<br />
*Large block walls<br />
<br />
Small block walls are battered walls with a maximum height of 10 feet.<br />
<br />
Large block walls are vertical walls with heights that may exceed 10 feet.<br />
<br />
Combination wall systems are considered small block wall system and shall be battered with a maximum height of 10 feet.<br />
<div id="Aesthetic enhancements may be used"></div><br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[#751.1.2.33 Aesthetic Enhancements|aesthetic enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, no extra support ledge and produce no risk of delaminations or falling work. However, for MSE large block walls only, form liners are required for all panels. For additional information, see [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e. positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA Demonstration Project 82)<br />
<br />
{|border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="250"|'''Slope in Front of Wall'''||width="250"|'''Minimum Embedment'''<br />
|-<br />
|Horizontal||H/20<br />
|-<br />
|3H:1V||H/10<br />
|-<br />
|2H:1V||H/7<br />
|}<br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned, they will include a minimum embedment necessary for global stability.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[#751.1.2.20 Soundings (Borings)|EPG 751.1.2.20 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1 Preliminary Design#751.1.2.18 Preliminary Cost Estimate|EPG 751.1.2.18 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=320.4_Procedure_for_Final_Sounding&diff=53621320.4 Procedure for Final Sounding2024-03-27T14:24:16Z<p>Hoskir: updated link to Request for Final Soundings</p>
<hr />
<div>This guidance defines responsibilities and establishes operational procedures for requesting final soundings for structures.<br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-style="background:#f5f5f5" <br />
|'''Forms'''<br />
|-<br />
|[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
==320.4.1 Responsibility==<br />
Excepting those District responsibilities outlined in [[320.3 Drilling Operations|Drilling Operations]], the Construction and Materials Division is responsible for final soundings for structures. This work will be performed by the Geotechnical Section.<br />
<br />
==320.4.2 Procedure for Requesting Final Soundings==<br />
On all final sounding work, one (1) copy of the drilling request ([https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]), two (2) copies of the sounding layout, plat, profile sheet, and existing bridge plans when available will be sent to the State Construction and Materials Engineer. If the structure is a wall, two (2) copies of the cross sections should be included.<br />
<br />
===320.4.2.1 Drilling Request===<br />
[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form] shall be used by the Bridge Division and District for requesting final soundings from the Construction and Materials Division. The remarks section should be used to further explain the request and to request job specific information.<br />
<br />
===320.4.2.2 Sounding Layout===<br />
[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form] shall be used by the Bridge Division and District for specifying the location of requested borings. If the proposed structure is on a skew, it is preferred that the sounding locations are laid out along the skew. The skew angle, how offsets are measured and what the offset is referenced to, should be stated. Coordinates should not be used to request boring locations, rather stations and offsets are preferred.<br />
<br />
==320.4.3 Procedure for Requesting Assistance from the District==<br />
On all final sounding work, a copy of the layout, plat, and profile will be sent to the District Engineer by the Geotechnical Section with a letter from the Construction and Materials Division. The letter will indicate when it is anticipated that personnel will be in the District to perform the sounding work and request that the structure be staked and permission for access be obtained by that date. To avoid loss of stakes, structures should not be staked too far in advance of the sounding work. A copy of the staking notes should be delivered to the sounding party while in the field or, if this is not possible, mailed to the State Construction and Materials Engineer, or Faxed to the Geotechnical Section.<br />
<br />
==320.4.4 Report==<br />
The report will consist of the typed logs of soundings on Form T-737-1RMO and/or T-737-3RMO with a cover letter from the Construction and Materials Division. Distribution will be as follows:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"<br />
|+ <br />
! style="background:#BEBEBE"|Title!! style="background:#BEBEBE"|Copies<br />
|-<br />
|State Bridge Engineer || Original & 1 Copy<br />
|-<br />
|Project Manager || 2<br />
|-<br />
|File(s) ||<br />
|}<br />
<br />
<br />
[[Category:320 Soils and Geology]]</div>Hoskirhttps://epg.modot.org/index.php?title=320.3_Drilling_Operations&diff=53620320.3 Drilling Operations2024-03-27T14:17:50Z<p>Hoskir: updated link to Request for Final Soundings</p>
<hr />
<div>This guidance defines responsibilities and establish operational procedures for all drilling operations performed under district supervision, except pavement coring, which is covered in [[:Category:502 Portland Cement Concrete Base and Pavement#502.2 Material Inspection|Portland Cement Concrete Base and Pavement - Material Inspection]].<br />
<br />
{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right" <br />
|-style="background:#f5f5f5" <br />
|'''Form'''<br />
|-<br />
|[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
[[Image:320.3 Drilling.jpg|right|250px]]<br />
<br />
==320.3.1 Responsibility==<br />
===320.3.1.1 District===<br />
The district is responsible for the following when drilling operations are to be performed in the district, normally administered through the District Geologist or District Soils and Geology Technologist.<br />
<br />
'''(a)''' Obtaining permission for access to private property except railroads. The latter is handled through the Railroad Liaison Engineer in [http://sp/sites/mo/Pages/default.aspx Multimodal Operations].<br />
<br />
'''(b)''' Locating Utilities and notifying all utilities in compliance with requirements of Chapter 319, RSMo, as revised 2001.<br />
<br />
'''(c)''' Arranging staking or other surveying services if required.<br />
<br />
'''(d)''' Warning the operators when working in a quarantine area.<br />
<br />
'''(e)''' Arranging for settlement of any damage claims.<br />
<br />
The district is '''also''' responsible for the following when drilling operations are performed under technical supervision of district personnel.<br />
<br />
'''(a)''' Requesting necessary drilling equipment from the State Construction and Materials Engineer.<br />
<br />
'''(b)''' Planning the work.<br />
<br />
'''(c)''' Logging and classification of material, selection of samples, etc.<br />
<br />
'''(d)''' Directing the disposal of cores and samples. <br />
<br />
===320.3.1.2 Construction and Materials Division===<br />
The '''State Construction and Materials Engineer''' is responsible for furnishing the general supervision of equipment, operators, and crews. These responsibilities are discharged through the Geotechnical Section under the general supervision of the Geotechnical Director, the Drilling Superintendent, and the Drilling Supervisor.<br />
<br />
The '''Drilling Supervisor''' is responsible for the field supervision of drilling operations, operators, and crews. While not physically present on each job, if needed, the Drilling Supervisor can be contacted through the Geotechnical Section.<br />
<br />
The '''Operator''' is responsible for the operation and field maintenance of the equipment. No one except the operator or a member of the crew under the supervision of the operator shall operate the equipment. It is the responsibility of the operator to comply with all [[:Category:132 Safety|safety procedures]].<br />
<br />
Certain drilling functions, such as [[320.4 Procedure for Final Sounding|final soundings]] for structures, special [[320.5 Foundation Investigations|foundation investigation]], etc. are performed under technical supervision of the '''Geotechnical Section''' or other sections of the Construction and Materials Division.<br />
<br />
==320.3.2 Procedure==<br />
===320.3.2.1 Drilling Request===<br />
[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form] shall be used by the district for requesting drilling services from the Construction and Materials Division.<br />
<br />
Preliminary arrangements by telephone with the Geotechnical Section are encouraged; however, all preliminary arrangements shall be confirmed in writing, using FAX if desired. Upon receipt of a request, the Drilling Superintendent will assign the required personnel and equipment. The drilling personnel will report to the District Construction and Materials Engineer's Office, unless other arrangements have been made, for instructions as to the location and type of work to be performed. The District Geologist or District Soils and Geology Technologist normally is in charge of the field explorations.<br />
<br />
Producer requests for drilling services for material survey exploration purposes will not be approved since commercial drilling services are readily available throughout the state. Requests for drilling for material survey exploration from within the department will be considered and approved on an individual basis.<br />
<br />
===320.3.2.2 Hazardous Wastes===<br />
Drilling of buried hazardous wastes requires specialized training, equipment, and decontamination facilities not presently available to the department's drill crews.<br />
<br />
Drilling shall not be performed in any area known to contain hazardous wastes. If suspected hazardous materials are inadvertently encountered, the following steps are to be followed:<br />
<br />
'''1.''' Suspend drilling and evacuate the area immediately until a determination can be made as to the nature of the material encountered.<br />
<br />
'''2.''' Promptly seek medical attention for any personnel experiencing ill effects from exposure to suspect materials.<br />
<br />
'''3.''' Notify supervisory personnel as soon as possible after steps 1 and 2 have been taken.<br />
<br />
'''4.''' Notify Risk Management as soon as possible. Normally the supervisory personnel will handle this, but it should be clarified in step 3.<br />
<br />
Drilling may, however, be permitted in areas contaminated with substances which might be environmentally undesirable, but which are not inherently hazardous if handled with care. Examples include certain petroleum products spilled or leaking from storage tanks, brine plumes from salt stockpiles, or leaking municipal or residential sewage lines. If there is any question about the safety of drilling in any such site, approval should first be obtained from the Geotechnical Director, the Drilling Superintendent, or the Drilling Supervisor. In all cases, full disclosure shall be made to all concerned personnel as to the nature of any suspected contaminant and appropriate protective clothing and decontamination procedures shall be used.<br />
<br />
<br />
[[Category:320 Soils and Geology]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=53619751.1 Preliminary Design2024-03-27T14:13:27Z<p>Hoskir: moved TOC to right side</p>
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|- <br />
|'''Forms'''<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
<br />
The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
<br />
Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. <br />
<br />
'''New Structures:'''<br />
<br />
:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
<br />
:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):<br />
<br />
:'''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
<br />
::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
:'''Single Structures with the Suffix “R”:'''<br />
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement. <br />
<br />
:'''Twin Structures with the Same Bridge Number:'''<br />
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''<br />
<br />
:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation. <br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
<br />
:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
<br />
:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
<br />
:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “-#2” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451-#2). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
<br />
'''Create Job Folders'''<br />
<br />
Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file: <br />
<center> <br />
{|<br />
|-<br />
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder<br />
|-<br />
|Outer (pink label)|| ||County, Route and Job No.<br />
|-<br />
|Correspondence|| ||County, Route and Job No.<br />
|-<br />
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.<br />
|}<br />
</center><br />
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer. <br />
<br />
'''Calculate Drainage Information'''<br />
<br />
For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder. <br />
<br />
'''Process Electronic Files'''<br />
<br />
When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
Add the newly assigned bridge number to the files and place a hard copy in the layout folder. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
<br />
Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
<br />
Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<br />
[[image:751.1.1.5 Sept 28 2016.jpg|center|975px]]<br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft., they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
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====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
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===751.1.2.7 Structure Type Selection===<br />
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Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
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Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
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Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
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Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
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On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
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===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Keep in mind that box culverts should be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
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====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
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For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
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Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
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====751.1.2.8.2 Environmental Requirements====<br />
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See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
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====751.1.2.8.3 Layout====<br />
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=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
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=====751.1.2.8.3.2 Length=====<br />
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The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
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When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
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=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
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Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
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:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
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For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
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=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
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====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
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Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
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====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
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===751.1.2.9 Girder Type Selection===<br />
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Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
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If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
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====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
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For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
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====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
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Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
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Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
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Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
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The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
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[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the normal water surface and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
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Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
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:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
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:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
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:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
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:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
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The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
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If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
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===751.1.2.10 Longer Bridges===<br />
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For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
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Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
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===751.1.2.11 Staged Construction===<br />
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If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
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If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
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If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
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For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
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===751.1.2.12 Temporary Barriers===<br />
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Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
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:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
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:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
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:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
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[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
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For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
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Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
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When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
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[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
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===751.1.2.13 Earthquake (Seismic) Consideration===<br />
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See [[:Category:756 Seismic Design|EPG 756 Seismic Design]] for flowcharted seismic design requirements. <br />
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All new bridge/wall designs must meet Seismic Design Category A requirements which includes nonseismic (or static) designs unless the seismic design category is B, C, or D. If the structure you are laying out falls in Seismic Design Category B, C or D, there are a few items to keep in mind. Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. Pile cap intermediate bents are preferable to open column bents on footings because footings can grow quite large due to seismic forces. Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders wherever possible. <br />
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Go to https://earthquake.usgs.gov/designmaps/us/application.php and use the following instructions to determine the LRFD Seismic Design Category: <br />
<br />
:Instructions:<br />
<br />
:1. For “Design Code Reference Document”, '''select''' “Derived from USGS hazard data available in 2002” followed by “2009 AASHTO”.<br />
<br />
:2. For “Site Soil Classification”, '''select''' “Site Soil Classification” (Select Site Class “A, B, C, D or E” for preliminary design per Geotechnical Section recommendation or for final design as given on Foundation Investigation Geotechnical Report.<br />
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:3. For “Site Latitude” and “Site Longitude”, '''input''' coordinates or alternatively '''input''' address or zip code in the map area.<br />
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The new bridge design schedule for a seismic bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
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===751.1.2.14 Temporary Bridges===<br />
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If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
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Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
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===751.1.2.15 Bridges Over Railroads===<br />
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Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
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* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
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If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
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The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
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When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
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The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
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===751.1.2.16 Historical Bridge Considerations===<br />
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You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
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The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
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Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
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===751.1.2.17 Preliminary Cost Estimate===<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound the increases by using your judgment).<br />
<br />
:::{|border="0" <br />
<br />
|<u>Item</u>||<u>% Increase</u><br />
|-<br />
|width="200"|Staged Construction||align="center"|10<br />
|-<br />
|Horizontally Curved||align="center"|5<br />
|-<br />
|Seismic Performance Cat. B||align="center"|10 *<br />
|-<br />
|Seismic Performance Cat. C||align="center"|25 *<br />
|-<br />
|Seismic Performance Cat. D||align="center"|40 *<br />
|-<br />
|Tight Site/Limited Access||align="center"|3<br />
|}<br />
<br />
<br />
:::<math>*</math> These factors assume estimated quantities have not been increased due to seismic forces.<br />
<br />
<br />
Some guidelines for estimating the cost of the removal of existing bridges include:<br />
<br />
:::{|border="0"<br />
<br />
|<u>Type of Bridge Removal</u>||<u>Cost per Square Foot</u><br />
|-<br />
|Simple Structures Over Streams||align="center"|**<br />
|-<br />
|Girder Structures Over Roads||align="center"|**<br />
|-<br />
|Conc. Slab Structures Over Interstates||align="center"|**<br />
|-<br />
|&nbsp; &nbsp;(quick opening of lanes to traffic)<br />
|}<br />
<br />
:::<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Preliminary and Review Engineer.<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
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====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[[media:751.1.2.18.2 Design Implications.docx|Design Implications]]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([[media:144 Major Highway System 2022.pdf|major]]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• Priority 1 or 2 [[media:756_AppendixA-EQEmergencyHwyRoutes.pdf|earthquake emergency routes]] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
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3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
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4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
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5. Identify slopes at end bents.<br />
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6. Indicate elevation of any berms to be constructed at the end bents.<br />
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7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
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8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
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9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
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10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
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12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
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13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
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14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
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15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<div id="21. For redecks or in other cases where"></div><br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
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24. Form liners are standard for MSE large block walls. Be specific regarding names, types and colors of staining, and names and types of form liner. See [http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings – MSE Wall - MSEW].<br />
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25. For MSE wall abutments: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _” that would require Geotechnical Section input regarding the Site Class and Seismic Design Category used for cost estimating. (This is similar to item no. 9 under [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[#751.1.3.9 Environmental Considerations: Asbestos and Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
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====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
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====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
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'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
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====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
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'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
<br />
:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
<br />
'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the Request for Final Soundings for Structures form. <br />
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:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
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:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation and the retained material. <br />
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'''Due Date –''' Use the following guidelines when setting a due date:<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed Request for Final Soundings of Structures form and the other supporting documents listed above should be stored on the Bridge Division SharePoint page in the [http://sharepoint/systemdelivery/BR/projects/default.aspx Projects-Inwork directory] under the structure’s subfolder. (Consultants should contact the Structural Liaison Engineer).<br />
<br />
A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed Request for Final Soundings of Structures Form and supporting documents. In addition to the SharePoint link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
<br />
The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
<br />
:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
<br />
:Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
<br />
:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
<br />
:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally pile point reinforcement is needed for CIP pile if boulders, cobbles or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Webs===<br />
<br />
On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
|1.)||colspan="2"|General Information<br />
|-<br />
|&nbsp;||a.||Route and structure classifications<br />
|-<br />
|&nbsp;||b.||Live load designation<br />
|-<br />
|&nbsp;||c.||Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
|&nbsp;||d.||Tie station (if applicable).<br />
|-<br />
|&nbsp;||e.||Beginning station.<br />
|-<br />
|&nbsp;||f.||Horizontal curve data.<br />
|-<br />
|&nbsp;||g.||Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
|&nbsp;||h.||Excavation datum.<br />
|-<br />
|2.)||colspan="2"|Superstructure<br />
|-<br />
|&nbsp;||a.||Type and span lengths.<br />
|-<br />
|&nbsp;||b.||Roadway widths and type of barrier or railing.<br />
|-<br />
|3.)||colspan="2"|Substructure<br />
|-<br />
|&nbsp;||a.||Skew(s) of all bents.<br />
|-<br />
|&nbsp;||b.||Types of all bents.<br />
|-<br />
|&nbsp;||c.||Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
|&nbsp;||d.||Locations and top of wall elevations for collision walls.<br />
|-<br />
|&nbsp;||e.||Embedment of encasement for encased pile cap bent.<br />
|-<br />
|&nbsp;||f.||Location of tie beam.<br />
|-<br />
|&nbsp;||g.||Bottom elevations of web beam.<br />
|-<br />
|4.)||colspan="2"|End Bents (Abutments)<br />
|-<br />
|&nbsp;||a.||Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
|&nbsp;||b.||Berm elevations.<br />
|-<br />
|&nbsp;||c.||Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
|&nbsp;||d.||Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
|&nbsp;||e.||Angle of internal friction to be used for deadman anchors.<br />
|-<br />
|5.)||colspan="2"|Foundations<br />
|-<br />
|&nbsp;||a.||Type and lengths of all piling.<br />
|-<br />
|&nbsp;||b.||Minimum galvanized penetration (elevation) <br />
|-<br />
|&nbsp;||c.||Minimum tip elevations for all piles.<br />
|-<br />
|&nbsp;||d.||Location and elevation for any preboring.<br />
|-<br />
|&nbsp;||e.||Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
|&nbsp;||f.||Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
|&nbsp;||g.||Location of any cofferdams and/or seal courses.<br />
|-<br />
|&nbsp;||h.||End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
|&nbsp;||i.||Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
|&nbsp;||j.||Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
|&nbsp;||k.||Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
|6.)||colspan="2"|Traffic Handling<br />
|-<br />
|&nbsp;||a.||How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
|&nbsp;||b.||Include a sketch of any staging.<br />
|-<br />
|7.)||colspan="2"|Disposition of Existing Structure<br />
|-<br />
|&nbsp;||a.||Bridge No(s). of structures slated for removal.<br />
|-<br />
|&nbsp;||b.||Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
|8.)||colspan="2"|Hydraulic Information<br />
|-<br />
|&nbsp;||a.||Drainage area and terrain description.<br />
|-<br />
|&nbsp;||b.||Design frequency.<br />
|-<br />
|&nbsp;||c.||Design discharge.<br />
|-<br />
|&nbsp;||d.||Design high water elevation.<br />
|-<br />
|&nbsp;||e.||Estimated backwater.<br />
|-<br />
|&nbsp;||f.||Overtopping frequency and discharge if less than 500 yr.<br />
|-<br />
|9.)||colspan="2" |Seismic Information (New Bridge or Wall) (Applies to both dynamic and static designs)<br />
|-<br />
|&nbsp;||a.|| Site Class, Seismic Design Category, A<sub>s</sub>, S<sub>D1</sub><br />
|-<br />
|&nbsp;||b.|| Either “LRFD Seismic Details Only” or “LRFD Complete Seismic Analysis”<br />
|-<br />
|&nbsp;||c.<br/><br/>|| For Nonseismic (or static) designs, Seismic Design Category A, A<sub>s</sub>, S<sub>D1</sub> (All new designs must meet SDC A. See [[#751.1.2.13 Earthquake (Seismic) Consideration|EPG 751.1.2.13 Earthquake (Seismic) Consideration]].)<br />
|-<br />
|10.)||colspan="2"|Miscellaneous<br />
|-<br />
|&nbsp;||a.||Locations of Bridge Approach Slabs.<br />
|-<br />
|&nbsp;||b.||Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
|&nbsp;||c.||The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
|&nbsp;||d.||Station equations.<br />
|-<br />
|&nbsp;||e.||Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
|&nbsp;||f.||Use of weathering steel or color of paint (steel girders).<br />
|-<br />
|&nbsp;||g.||Name and phone number of district contact.<br />
|-<br />
|&nbsp;||h.||Preliminary Cost Estimate.<br />
|-<br />
|&nbsp;||i.||Details of any utilities to be attached to the bridge.<br />
|-<br />
|&nbsp;||j.||Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
|&nbsp;||k.||Channel change requirements.<br />
|-<br />
|&nbsp;||l.||Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
|&nbsp;||m.||Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
|&nbsp;||n.||Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
|&nbsp;||o.||All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="20"|&nbsp;||colspan="2" align="left"|'''1''' Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be<br />
|-<br />
||&nbsp;||width="10"|&nbsp;||given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''3''' Show for open ended CIP piles.<br />
|}<br />
<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri: <br />
<br />
:* MASH (2016) TL-4 (Type C and D barrier)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier)<br />
:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)<br />
:* NCHRP 350 TL-3 (thrie beam railing).<br />
<br />
Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following: <br />
:* sight distance concerns. Type H barrier or two tube rail is recommended. <br />
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.<br />
:* roadway width restrictions. Two tube rail or thrie beam rail is recommended.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes<br />
|-<br />
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)<br />
|-<br />
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)<br />
|-<br />
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical. <br />
|-<br />
|'''Steel Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)<br/>A 42” two tube rail has been successfully crash tested for TL-4, but an end treatment has not been approved for use.<br />
|-<br />
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-4) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)<br />
|-<br />
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes. <br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness<br />
|- <br />
|Latex Modified||align="center"| 1¾″ to 3″<br />
|-<br />
|Silica Fume||align="center"| 1¾″ to 3″<br />
|-<br />
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|Steel Fiber Reinforced||align="center"| 3″ to 4″<br />
|-<br />
|Low Slump||align="center"| 2¼″ to 3″<br />
|-<br />
|Polyester Polymer||align="center"| ¾″ to 3″<br />
|}<br />
</center><br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
</center><br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the Assistant State Bridge Engineer for a report not yet uploaded to TMS. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a minimum of 0.4H with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-00-043 (Elias et al. 2001).<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in two categories:<br />
<br />
*Small block walls<br />
*Large block walls<br />
<br />
Small block walls are battered walls with a maximum height of 10 feet.<br />
<br />
Large block walls are vertical walls with heights that may exceed 10 feet.<br />
<br />
Combination wall systems are considered small block wall system and shall be battered with a maximum height of 10 feet.<br />
<div id="Aesthetic enhancements may be used"></div><br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[#751.1.2.33 Aesthetic Enhancements|aesthetic enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, no extra support ledge and produce no risk of delaminations or falling work. However, for MSE large block walls only, form liners are required for all panels. For additional information, see [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e. positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA Demonstration Project 82)<br />
<br />
{|border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="250"|'''Slope in Front of Wall'''||width="250"|'''Minimum Embedment'''<br />
|-<br />
|Horizontal||H/20<br />
|-<br />
|3H:1V||H/10<br />
|-<br />
|2H:1V||H/7<br />
|}<br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned, they will include a minimum embedment necessary for global stability.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[#751.1.2.20 Soundings (Borings)|EPG 751.1.2.20 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1 Preliminary Design#751.1.2.18 Preliminary Cost Estimate|EPG 751.1.2.18 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=53618751.1 Preliminary Design2024-03-27T14:12:27Z<p>Hoskir: /* 751.1.2.19 Soundings (Borings) */ updated link to Request for Final Soundings</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Forms'''<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
<br />
The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
<br />
Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. <br />
<br />
'''New Structures:'''<br />
<br />
:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
<br />
:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):<br />
<br />
:'''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
<br />
::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
:'''Single Structures with the Suffix “R”:'''<br />
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement. <br />
<br />
:'''Twin Structures with the Same Bridge Number:'''<br />
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''<br />
<br />
:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation. <br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
<br />
:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
<br />
:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
<br />
:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “-#2” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451-#2). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
<br />
'''Create Job Folders'''<br />
<br />
Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file: <br />
<center> <br />
{|<br />
|-<br />
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder<br />
|-<br />
|Outer (pink label)|| ||County, Route and Job No.<br />
|-<br />
|Correspondence|| ||County, Route and Job No.<br />
|-<br />
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.<br />
|}<br />
</center><br />
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer. <br />
<br />
'''Calculate Drainage Information'''<br />
<br />
For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder. <br />
<br />
'''Process Electronic Files'''<br />
<br />
When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
Add the newly assigned bridge number to the files and place a hard copy in the layout folder. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
<br />
Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
<br />
Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<br />
[[image:751.1.1.5 Sept 28 2016.jpg|center|975px]]<br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft., they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Keep in mind that box culverts should be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
<br />
====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
<br />
For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
<br />
Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
<br />
====751.1.2.8.2 Environmental Requirements====<br />
<br />
See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
<br />
====751.1.2.8.3 Layout====<br />
<br />
=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
<br />
=====751.1.2.8.3.2 Length=====<br />
<br />
The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
<br />
When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
<br />
=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
<br />
Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
<br />
:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
<br />
For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
<br />
=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
<br />
====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
<br />
Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
<br />
====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
<br />
===751.1.2.9 Girder Type Selection===<br />
<br />
Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
<br />
If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
<br />
====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
<br />
For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
<br />
====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
<br />
Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
<br />
Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
<br />
Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
<br />
The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
<br />
[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the normal water surface and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
<br />
Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
<br />
:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
<br />
:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
<br />
:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
<br />
:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
<br />
The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
<br />
===751.1.2.10 Longer Bridges===<br />
<br />
For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
<br />
Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
<br />
===751.1.2.11 Staged Construction===<br />
<br />
If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
<br />
If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
<br />
If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
<br />
For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
<br />
===751.1.2.12 Temporary Barriers===<br />
<br />
Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
<br />
:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
<br />
:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
<br />
:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
<br />
<br />
For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
<br />
Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
<br />
When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
<br />
<br />
[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
<br />
===751.1.2.13 Earthquake (Seismic) Consideration===<br />
<br />
See [[:Category:756 Seismic Design|EPG 756 Seismic Design]] for flowcharted seismic design requirements. <br />
<br />
All new bridge/wall designs must meet Seismic Design Category A requirements which includes nonseismic (or static) designs unless the seismic design category is B, C, or D. If the structure you are laying out falls in Seismic Design Category B, C or D, there are a few items to keep in mind. Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. Pile cap intermediate bents are preferable to open column bents on footings because footings can grow quite large due to seismic forces. Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders wherever possible. <br />
<br />
Go to https://earthquake.usgs.gov/designmaps/us/application.php and use the following instructions to determine the LRFD Seismic Design Category: <br />
<br />
:Instructions:<br />
<br />
:1. For “Design Code Reference Document”, '''select''' “Derived from USGS hazard data available in 2002” followed by “2009 AASHTO”.<br />
<br />
:2. For “Site Soil Classification”, '''select''' “Site Soil Classification” (Select Site Class “A, B, C, D or E” for preliminary design per Geotechnical Section recommendation or for final design as given on Foundation Investigation Geotechnical Report.<br />
<br />
:3. For “Site Latitude” and “Site Longitude”, '''input''' coordinates or alternatively '''input''' address or zip code in the map area.<br />
<br />
The new bridge design schedule for a seismic bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.14 Temporary Bridges===<br />
<br />
If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
<br />
Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
<br />
===751.1.2.15 Bridges Over Railroads===<br />
<br />
Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
<br />
* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
<br />
If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
<br />
The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
<br />
When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
<br />
The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.16 Historical Bridge Considerations===<br />
<br />
You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
<br />
The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
<br />
Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
<br />
===751.1.2.17 Preliminary Cost Estimate===<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound the increases by using your judgment).<br />
<br />
:::{|border="0" <br />
<br />
|<u>Item</u>||<u>% Increase</u><br />
|-<br />
|width="200"|Staged Construction||align="center"|10<br />
|-<br />
|Horizontally Curved||align="center"|5<br />
|-<br />
|Seismic Performance Cat. B||align="center"|10 *<br />
|-<br />
|Seismic Performance Cat. C||align="center"|25 *<br />
|-<br />
|Seismic Performance Cat. D||align="center"|40 *<br />
|-<br />
|Tight Site/Limited Access||align="center"|3<br />
|}<br />
<br />
<br />
:::<math>*</math> These factors assume estimated quantities have not been increased due to seismic forces.<br />
<br />
<br />
Some guidelines for estimating the cost of the removal of existing bridges include:<br />
<br />
:::{|border="0"<br />
<br />
|<u>Type of Bridge Removal</u>||<u>Cost per Square Foot</u><br />
|-<br />
|Simple Structures Over Streams||align="center"|**<br />
|-<br />
|Girder Structures Over Roads||align="center"|**<br />
|-<br />
|Conc. Slab Structures Over Interstates||align="center"|**<br />
|-<br />
|&nbsp; &nbsp;(quick opening of lanes to traffic)<br />
|}<br />
<br />
:::<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Preliminary and Review Engineer.<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
<br />
====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[[media:751.1.2.18.2 Design Implications.docx|Design Implications]]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([[media:144 Major Highway System 2022.pdf|major]]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• Priority 1 or 2 [[media:756_AppendixA-EQEmergencyHwyRoutes.pdf|earthquake emergency routes]] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
<br />
3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
<br />
4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
<br />
5. Identify slopes at end bents.<br />
<br />
6. Indicate elevation of any berms to be constructed at the end bents.<br />
<br />
7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
<br />
8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
<br />
9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
<br />
10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
<br />
12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
<br />
13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
<br />
14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
<br />
15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<div id="21. For redecks or in other cases where"></div><br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
<br />
24. Form liners are standard for MSE large block walls. Be specific regarding names, types and colors of staining, and names and types of form liner. See [http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings – MSE Wall - MSEW].<br />
<br />
25. For MSE wall abutments: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _” that would require Geotechnical Section input regarding the Site Class and Seismic Design Category used for cost estimating. (This is similar to item no. 9 under [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[#751.1.3.9 Environmental Considerations: Asbestos and Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
<br />
====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
<br />
====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
<br />
'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
<br />
====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
<br />
'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
<br />
:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
<br />
'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the Request for Final Soundings for Structures form. <br />
<br />
:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
<br />
:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation and the retained material. <br />
<br />
'''Due Date –''' Use the following guidelines when setting a due date:<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed Request for Final Soundings of Structures form and the other supporting documents listed above should be stored on the Bridge Division SharePoint page in the [http://sharepoint/systemdelivery/BR/projects/default.aspx Projects-Inwork directory] under the structure’s subfolder. (Consultants should contact the Structural Liaison Engineer).<br />
<br />
A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed Request for Final Soundings of Structures Form and supporting documents. In addition to the SharePoint link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
<br />
The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
<br />
:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
<br />
:Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
<br />
:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
<br />
:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally pile point reinforcement is needed for CIP pile if boulders, cobbles or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Webs===<br />
<br />
On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
|1.)||colspan="2"|General Information<br />
|-<br />
|&nbsp;||a.||Route and structure classifications<br />
|-<br />
|&nbsp;||b.||Live load designation<br />
|-<br />
|&nbsp;||c.||Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
|&nbsp;||d.||Tie station (if applicable).<br />
|-<br />
|&nbsp;||e.||Beginning station.<br />
|-<br />
|&nbsp;||f.||Horizontal curve data.<br />
|-<br />
|&nbsp;||g.||Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
|&nbsp;||h.||Excavation datum.<br />
|-<br />
|2.)||colspan="2"|Superstructure<br />
|-<br />
|&nbsp;||a.||Type and span lengths.<br />
|-<br />
|&nbsp;||b.||Roadway widths and type of barrier or railing.<br />
|-<br />
|3.)||colspan="2"|Substructure<br />
|-<br />
|&nbsp;||a.||Skew(s) of all bents.<br />
|-<br />
|&nbsp;||b.||Types of all bents.<br />
|-<br />
|&nbsp;||c.||Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
|&nbsp;||d.||Locations and top of wall elevations for collision walls.<br />
|-<br />
|&nbsp;||e.||Embedment of encasement for encased pile cap bent.<br />
|-<br />
|&nbsp;||f.||Location of tie beam.<br />
|-<br />
|&nbsp;||g.||Bottom elevations of web beam.<br />
|-<br />
|4.)||colspan="2"|End Bents (Abutments)<br />
|-<br />
|&nbsp;||a.||Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
|&nbsp;||b.||Berm elevations.<br />
|-<br />
|&nbsp;||c.||Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
|&nbsp;||d.||Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
|&nbsp;||e.||Angle of internal friction to be used for deadman anchors.<br />
|-<br />
|5.)||colspan="2"|Foundations<br />
|-<br />
|&nbsp;||a.||Type and lengths of all piling.<br />
|-<br />
|&nbsp;||b.||Minimum galvanized penetration (elevation) <br />
|-<br />
|&nbsp;||c.||Minimum tip elevations for all piles.<br />
|-<br />
|&nbsp;||d.||Location and elevation for any preboring.<br />
|-<br />
|&nbsp;||e.||Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
|&nbsp;||f.||Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
|&nbsp;||g.||Location of any cofferdams and/or seal courses.<br />
|-<br />
|&nbsp;||h.||End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
|&nbsp;||i.||Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
|&nbsp;||j.||Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
|&nbsp;||k.||Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
|6.)||colspan="2"|Traffic Handling<br />
|-<br />
|&nbsp;||a.||How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
|&nbsp;||b.||Include a sketch of any staging.<br />
|-<br />
|7.)||colspan="2"|Disposition of Existing Structure<br />
|-<br />
|&nbsp;||a.||Bridge No(s). of structures slated for removal.<br />
|-<br />
|&nbsp;||b.||Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
|8.)||colspan="2"|Hydraulic Information<br />
|-<br />
|&nbsp;||a.||Drainage area and terrain description.<br />
|-<br />
|&nbsp;||b.||Design frequency.<br />
|-<br />
|&nbsp;||c.||Design discharge.<br />
|-<br />
|&nbsp;||d.||Design high water elevation.<br />
|-<br />
|&nbsp;||e.||Estimated backwater.<br />
|-<br />
|&nbsp;||f.||Overtopping frequency and discharge if less than 500 yr.<br />
|-<br />
|9.)||colspan="2" |Seismic Information (New Bridge or Wall) (Applies to both dynamic and static designs)<br />
|-<br />
|&nbsp;||a.|| Site Class, Seismic Design Category, A<sub>s</sub>, S<sub>D1</sub><br />
|-<br />
|&nbsp;||b.|| Either “LRFD Seismic Details Only” or “LRFD Complete Seismic Analysis”<br />
|-<br />
|&nbsp;||c.<br/><br/>|| For Nonseismic (or static) designs, Seismic Design Category A, A<sub>s</sub>, S<sub>D1</sub> (All new designs must meet SDC A. See [[#751.1.2.13 Earthquake (Seismic) Consideration|EPG 751.1.2.13 Earthquake (Seismic) Consideration]].)<br />
|-<br />
|10.)||colspan="2"|Miscellaneous<br />
|-<br />
|&nbsp;||a.||Locations of Bridge Approach Slabs.<br />
|-<br />
|&nbsp;||b.||Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
|&nbsp;||c.||The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
|&nbsp;||d.||Station equations.<br />
|-<br />
|&nbsp;||e.||Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
|&nbsp;||f.||Use of weathering steel or color of paint (steel girders).<br />
|-<br />
|&nbsp;||g.||Name and phone number of district contact.<br />
|-<br />
|&nbsp;||h.||Preliminary Cost Estimate.<br />
|-<br />
|&nbsp;||i.||Details of any utilities to be attached to the bridge.<br />
|-<br />
|&nbsp;||j.||Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
|&nbsp;||k.||Channel change requirements.<br />
|-<br />
|&nbsp;||l.||Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
|&nbsp;||m.||Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
|&nbsp;||n.||Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
|&nbsp;||o.||All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width="20"|&nbsp;||colspan="2" align="left"|'''1''' Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be<br />
|-<br />
||&nbsp;||width="10"|&nbsp;||given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|-<br />
|&nbsp;||colspan="2" align="left"|'''3''' Show for open ended CIP piles.<br />
|}<br />
<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri: <br />
<br />
:* MASH (2016) TL-4 (Type C and D barrier)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier)<br />
:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)<br />
:* NCHRP 350 TL-3 (thrie beam railing).<br />
<br />
Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following: <br />
:* sight distance concerns. Type H barrier or two tube rail is recommended. <br />
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.<br />
:* roadway width restrictions. Two tube rail or thrie beam rail is recommended.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes<br />
|-<br />
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)<br />
|-<br />
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)<br />
|-<br />
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical. <br />
|-<br />
|'''Steel Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)<br/>A 42” two tube rail has been successfully crash tested for TL-4, but an end treatment has not been approved for use.<br />
|-<br />
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-4) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)<br />
|-<br />
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes. <br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness<br />
|- <br />
|Latex Modified||align="center"| 1¾″ to 3″<br />
|-<br />
|Silica Fume||align="center"| 1¾″ to 3″<br />
|-<br />
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″<br />
|-<br />
|Steel Fiber Reinforced||align="center"| 3″ to 4″<br />
|-<br />
|Low Slump||align="center"| 2¼″ to 3″<br />
|-<br />
|Polyester Polymer||align="center"| ¾″ to 3″<br />
|}<br />
</center><br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
</center><br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the Assistant State Bridge Engineer for a report not yet uploaded to TMS. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a minimum of 0.4H with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-00-043 (Elias et al. 2001).<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in two categories:<br />
<br />
*Small block walls<br />
*Large block walls<br />
<br />
Small block walls are battered walls with a maximum height of 10 feet.<br />
<br />
Large block walls are vertical walls with heights that may exceed 10 feet.<br />
<br />
Combination wall systems are considered small block wall system and shall be battered with a maximum height of 10 feet.<br />
<div id="Aesthetic enhancements may be used"></div><br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[#751.1.2.33 Aesthetic Enhancements|aesthetic enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, no extra support ledge and produce no risk of delaminations or falling work. However, for MSE large block walls only, form liners are required for all panels. For additional information, see [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e. positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA Demonstration Project 82)<br />
<br />
{|border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="250"|'''Slope in Front of Wall'''||width="250"|'''Minimum Embedment'''<br />
|-<br />
|Horizontal||H/20<br />
|-<br />
|3H:1V||H/10<br />
|-<br />
|2H:1V||H/7<br />
|}<br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned, they will include a minimum embedment necessary for global stability.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[#751.1.2.20 Soundings (Borings)|EPG 751.1.2.20 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1 Preliminary Design#751.1.2.18 Preliminary Cost Estimate|EPG 751.1.2.18 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:101_Standard_Forms&diff=53617Category:101 Standard Forms2024-03-27T13:58:58Z<p>Hoskir: /* Bridge */ updated link to Request for Final Soundings</p>
<hr />
<div>=== ===<br />
----<br />
----<br />
<div style="float: right; margin-right:0px; width:520px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;"><br />
EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X (example: EPG 401.3) to avoid confusion with MoDOT specs (which are contractually binding).<br />
</div><br />
Standard forms organized by functional unit are accessible from this page.</br><br />
'''The files accessible by the links below are identical to those accessed through Word, Excel or other software application by MoDOT employees.'''</br><br />
Many of these file links are also contained in Engineering Policy Guide articles that refer to the forms.<br />
----<br />
---- <br />
==Bridge==<br />
[[image:101 Bridge.jpg|right|150px]]<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-BR1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-BR1"><br />
<div class="mw-collapsible-content"><br />
* [https://epg.modot.org/forms/general_files/BR/BridgeDivisionMemo.dotx Bridge Division Memo]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Bridge_Hydraulics_Report_Feb.dotx Bridge Hydraulics Report]<br />
* [https://epg.modot.org/forms/general_files/BR/ChangeOrder.dotx Change Order]<br />
* [https://epg.modot.org/forms/general_files/BR/ConstructabilityQuestionnaire.dotx Constructability Questionnaire]<br />
* [https://epg.modot.org/forms/general_files/BR/Culvert_Hydraulics_Report.docx Culvert Hydraulics Report]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information]<br />
* [https://epg.modot.org/forms/general_files/BR/DesignExceptToDistrict.dotx Design Except to District]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Design_Layout_Box.docx Design Layout (Box)]<br />
* [https://epg.modot.org/forms/general_files/BR/DesignLayout-Grade.dotx Design Layout (Grade)]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Design_Layout_Stream.docx Design Layout (Stream)]<br />
* [https://epg.modot.org/forms/general_files/BR/DesignLayout-Wall.dotx Design Layout (Wall)]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Floodplain_Development_Permit_Application.pdf Floodplain Development Permit/Application]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Floodplain_Development_Permit_To_District_Cover_Letter.docx Floodplain Development Permit To District Cover Letter]]<br />
* [https://epg.modot.org/forms/general_files/BR/LayouttoFHWA.dotx Layout to FHWA]<br />
* [https://epg.modot.org/forms/general_files/BR/LayoutToRailroad.dotx Layout to Railroad]<br />
* [https://epg.modot.org/forms/general_files/BR/Missouri-IllinoisBorderBridgeClearinghouseForm.dotx Missouri-Illinois Border Bridge Clearinghouse Form]<br />
* [https://epg.modot.org/forms/general_files/BR/101_No_Rise_Certificate.pdf No-Rise Certificate]<br />
* [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings for Structures Form]<br />
* [https://epg.modot.org/forms/general_files/BR/Telefax.dotx Telefax]<br />
* [https://epg.modot.org/forms/general_files/BR/TransmittalLetter.dotx Transmittal Letter]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Vertical_Clearance_Coord_Form.pdf Vertical Clearance Design Exception Coordination with SDDCTEA]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Construction and Materials==<br />
[[image:101CM.jpg|right|150px]]<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
===Forms for MoDOT Use ===<br />
<div class="mw-customtoggle-CM1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] General Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
<br />
<div class="mw-customtoggle-CM1a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Project Closeout and As-Built Plans</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM1a" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/As_Built_Final_Plans_Checklist_SL_District.pdf As Built Plans Checklist - SL District]<br />
* [https://epg.modot.org/forms/CM/Bridge_Clearance_Report_C239A.pdf Bridge Clearance Report (C-239A)]<br />
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor Affidavit Regarding Settlement of Claims]<br />
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242_With_Exceptions.pdf Contractor's Affidavit Regarding Settlement of Claims (C-242) with Exceptions]<br />
* [https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239), pdf version]<br />
* [https://epg.modot.org/forms/CM/Final_Plans_Certification.pdf Final Plans Certification]<br />
* [https://epg.modot.org/forms/CM/Final_Plans_Checklist.pdf Final Plans Checklist]<br />
* [https://epg.modot.org/forms/CM/KC_Final_Plans_Memo.pdf Final Plans Memo]<br />
* [https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]<br />
* [https://epg.modot.org/forms/CM/Bluebeam_Revu_Editing_As-Built_Plans.pdf Preparing As-Built (Final) Plans in Construction Using Bluebeam Revu]<br />
* [https://epg.modot.org/forms/CM/Semi_Final_Inspection_C_236.pdf Semi-Final Inspection (C-236)]<br />
</div><br />
</div><br />
<br />
----<br />
* [https://epg.modot.org/forms/CM/30_Day_Reminder_Final_Invoice_Letter.pdf 30 Day Reminder Final Invoice Letter]<br />
* [https://epg.modot.org/forms/CM/60_Day_Final_Acceptance_Letter.pdf 60 Day Final Acceptance Letter]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist (PDF)]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist (MS Word)]<br />
* [https://epg.modot.org/forms/CM/Aggregate_Base_Random_Locations.xlsm Aggregate Base Random Locations]<br />
* [https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Bridge_CL_EL_5.pdf Asbestos Bulk Sample Bridge CL EL 5]<br />
* [https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Parcel_CL_EL_5.pdf Asbestos Bulk Sample Parcel CL EL 5]<br />
* [https://epg.modot.org/forms/CM/Asbestos_Survey_Report_T746_T747_T748_C760.pdf Asbestos Survey Report - All Suspect ACM (Form T746), Nonfriable ACM (Form T747) and All Materials (Form T748)]<br />
* [https://epg.modot.org/forms/CM/Bluebeam_Revu_2015_Training_Manual.pdf Bluebeam Revu Training Manual]<br />
* [https://epg.modot.org/forms/CM/Bridge_Bearings.xlsx Bridge Bearings]<br />
* [https://epg.modot.org/forms/CO/Bridge%20Fabrication%20Report.dot Bridge Fabrication Report]<br />
* [https://epg.modot.org/forms/CM/Change%20Order.XLS Change Order]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form (for contracts let after March 2021)]<br />
* [https://epg.modot.org/forms/CM/Compressive%20Strength%20for%20Forney.xls Compressive Strength for Forney]<br />
* [https://epg.modot.org/forms/CM/Contingent_Item_Price_Check.pdf Contingent Item Price Check]<br />
* [https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Letter.pdf Contractor Performance Evaluation Letter]<br />
* [https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Signature_Page.pdf Contractor Performance Evaluation Signature Page]<br />
* [https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9)]<br />
* [https://epg.modot.org/forms/CM/Dimensions%20To%20Tons%20Converter.xlsx Dimensions To Tons Converter]<br />
* [https://epg.modot.org/forms/CM/Documentation_Record.pdf Documentation Record]<br />
* [https://epg.modot.org/forms/CM/EEO_Checklist.pdf EEO Checklist]<br />
* [https://epg.modot.org/forms/CM/Fence_Removal_Notice.pdf Fence Removal Notice]<br />
* [https://epg.modot.org/forms/CM/Force_Account_Spreadsheet.xlsx Force Account Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/Form%20M-45%20Bitumin%20Distributor%20Calibration.doc Form M-45 Bitumin Distributor Calibration]<br />
* [https://epg.modot.org/forms/CM/Inspectors_Pay_Qty_Report_IPQR.pdf Inspectors Pay Qty Report (IPQR)]<br />
* [https://epg.modot.org/forms/CM/IRI_Inertial_Profiler_Report_with_Bonus.xlsm IRI Inertial Profiler Report with Bonus]<br />
* [https://epg.modot.org/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Job Site Bulletin Board Checklist]<br />
* [https://epg.modot.org/forms/CM/KC_Milestone_Memo.pdf Milestone Memo]<br />
* [https://epg.modot.org/forms/CM/Milestone_Worksheet.pdf Milestone Worksheet]<br />
* [https://epg.modot.org/forms/CM/Mobile_Mixer_Calibration.xlsx Mobile Mixer Calibration]<br />
* [https://epg.modot.org/forms/CM/Mobile_Mixer_Verification_Sheet.pdf Mobile Mixer Verification Sheet]]<br />
* [https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]<br />
* [https://epg.modot.org/forms/CM/Nuclear_Density_C709ND.pdf Nuclear Density (C-709ND)]<br />
* [https://epg.modot.org/forms/CM/Nuclear_Density_of_Plastic_Portland_Cement_Concrete_C_710ND.pdf Nuclear Density of Plastic Portland Cement Concrete (C-710ND)]<br />
* [https://epg.modot.org/forms/CM/Order_Record.pdf Order Record (C-259)]<br />
* [https://epg.modot.org/forms/CM/Outlier%20Analysis.xls Outlier Analysis]<br />
* [https://epg.modot.org/forms/CM/Pavement_Type_Selection_Submittal.pdf Pavement Type Selection Submittal Information (PTS Submittal Form)]<br />
* [https://epg.modot.org/forms/CM/Payroll_Log.xltx Payroll Log Form]<br />
* [https://epg.modot.org/forms/CM/Pile%20Driving%20Chart2.xls Pile Driving Chart]<br />
* [https://epg.modot.org/forms/CM/Pile_Driving_Data.pdf Pile Driving Data]<br />
* [https://epg.modot.org/forms/CM/Pile_Driving_Data_PDA.pdf Pile Driving Data PDA]<br />
* [https://epg.modot.org/forms/CM/PODI_Bridge_Deck_Pour_Checklist.pdf PODI Bridge Deck Pour Checklist]<br />
* [https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_A.pdf Pore Pressure Report - Type A]<br />
* [https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_B.pdf Pore Pressure Report - Type B]<br />
* [https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf PreCon Letter - Federal]<br />
* [https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf PreCon Letter - State]<br />
* [https://epg.modot.org/forms/CM/Prestress_Deficiency_Report.pdf Prestress Deficiency Report (1029-01)]<br />
* [https://epg.modot.org/forms/CM/Price_Verification.xlsx Price Verification]<br />
* [https://epg.modot.org/forms/CM/Railroad_Crossing_Inspection.pdf Railroad Crossing Inspection]<br />
* [https://epg.modot.org/forms/CM/RE_Letterhead.pdf RE Letterhead]<br />
* [https://epg.modot.org/forms/CM/RE_Letterhead.docx RE Letterhead – Word Format]<br />
* [https://epg.modot.org/forms/CM/Retroreflectivity_Payment_Adjustment.xlsm Retroreflectivity Payment Adjustment]<br />
* [https://epg.modot.org/forms/CM/Retroreflectometer_Request.xlsm Retroreflectometer Request]<br />
* [https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form - Long Bolts]<br />
* [https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form - Short Bolts]<br />
* [https://epg.modot.org/forms/CM/Semi_Annual_Labor_Compliance_Report.dotx Semi-annual Labor Compliance Report]<br />
* [https://www.modot.org/contractor-pay Contractor Payment Schedule]<br />
* [https://epg.modot.org/forms/CM/Standard%20Compaction%20Test%20Blank.xls Standard Compaction Test Blank]<br />
* [https://epg.modot.org/forms/CM/Survey%20Calculator.xlsx Survey Calculator]<br />
* [https://epg.modot.org/forms/CM/Tank%20Capacity%202.0.xls Tank Capacity]<br />
* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]<br />
* [https://epg.modot.org/forms/CM/CR1_Wage_Rate_Interview.pdf Wage Interview (Form CR-1)]<br />
* [https://modotgov.sharepoint.com/sites/ts/Lists/WZInspect/NewForm.aspx?Source=https%3A%2F%2Fmodotgov%2Esharepoint%2Ecom%2Fsites%2Fts%2FLists%2FWZInspect%2FAllItems%2Easpx&ContentTypeId=0x0100F67DC01F15B8954690AE254DC67C2082&RootFolder=%2Fsites%2Fts%2FLists%2FWZInspect Work Zone Inspection Form]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Job Order Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM2"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/JOC_2020_Asphalt_Pavement_Repair.xlsm JOC 2020 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Asphalt_Pavement_Repair.xlsm JOC 2021 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Asphalt_Pavement_Repair.xlsm JOC 2022 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Asphalt_Pavement_Repair.xlsm JOC 2023 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Asphalt_Pavement_Repair.xlsm JOC 2024 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Bridge_Repair_Spreadsheet.xlsm JOC 2021 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Bridge_Repair_Spreadsheet.xlsm JOC 2022 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Bridge_Repair_Spreadsheet.xlsm JOC 2023 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Bridge_Repair_Spreadsheet.xlsm JOC 2024 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Concrete_Pavement_Repair.xlsm JOC 2021 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Concrete_Pavement_Repair.xlsm JOC 2022 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Concrete_Pavement_Repair.xlsm JOC 2023 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Concrete_Pavement_Repair.xlsm JOC 2024 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Fence_Repair_Spreadsheet.xlsm JOC 2022 Fence Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Fence_Repair_Spreadsheet.xlsm JOC 2023 Fence Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Fence_Repair_Spreadsheet.xlsm JOC 2024 Fence Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2020_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2020 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2021 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2022 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2023 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2024 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_Lighting_Repair.xlsx JOC Lighting Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_Microsurfacing_Spreadsheet.xlsx JOC Microsurfacing Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_Signal_and_Lighting_Repair.xlsm JOC Signal and Lighting Repair]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] AC Index Price and Fuel Adjustment Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM3"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_SY.xlsx AC Index Price Adjustment – Hot mix asphalt (per SY)]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_Ton.xlsx AC Index Price Adjustment – Hot mix asphalt (per Ton)]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Seal_Coat.xlsx AC Index Price Adjustment – Sealcoat]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_UBAWS_Hot_Mix_and_Membrane.xlsx AC Index Price Adjustment – UBAWS Hot Mix and Membrane]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Undersealing.xlsx AC Index Price Adjustment – Undersealing]<br />
* [https://epg.modot.org/forms/CM/Fuel_Adjustment_Calculation.xlsx Fuel Adjustment Calculation]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Asphalt Inspection Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM4"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Asphalt_Core_Spreadsheet.xlsx Asphalt Core Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design]<br />
* [https://epg.modot.org/forms/CM/Asphalt_Random_Locations.xlsm Asphalt Random Locations]<br />
* [https://epg.modot.org/forms/CM/Asphalt_Roadway_Report.xlsm Asphalt Roadway Report]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Concrete Inspection Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM5"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
<br />
<div class="mw-customtoggle-CM5a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Ready Mix Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM5a" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_200.dotx RM Aggregate Scale Calibration - 200]<br />
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_300.dotx RM Aggregate Scale Calibration - 300]<br />
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_350.dotx RM Aggregate Scale Calibration - 350]<br />
* [https://epg.modot.org/forms/CM/RM_Air_Dispenser_Calibration.dotx RM Air Dispenser Calibration]<br />
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_150.dotx RM Cement Scale Calibration - 150]<br />
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_175.dotx RM Cement Scale Calibration - 175]<br />
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_200.dotx RM Cement Scale Calibration - 200]<br />
* [https://epg.modot.org/forms/CM/RM_Concrete_Systems_Form.dotx RM Concrete Systems Form]<br />
* [https://epg.modot.org/forms/CM/RM_Equipment_Calibrated_and_Verified_Form.dotx RM Equipment Calibrated and Verified Form]<br />
* [https://epg.modot.org/forms/CM/RM_Truck_Mixer_Information_Form.dotx RM Truck Mixer Information Form]<br />
* [https://epg.modot.org/forms/CM/RM_Water_Calibration.dotx RM Water Calibration]<br />
</div><br />
</div><br />
<br />
----<br />
* [https://epg.modot.org/forms/CM/Concrete%20Daily%20Inspection%20Report%20C-681.xls Concrete Daily Inspection Report, C-681]<br />
* [https://epg.modot.org/forms/CM/Concrete_Cylinder_Sample_Sent_to_Central_Lab.doc Concrete Cylinder Sample Sent to Central Lab]<br />
* [http://eprojects/Templates/AWP_CIW_Mainline_Paving.xlsm Concrete Inspection Worksheet – Mainline QC/QA Paving]<br />
* [https://epg.modot.org/forms/CM/Concrete_Roadway_Report.pdf Concrete Roadway Report]<br />
</div><br />
</div><br />
<br />
===Forms for Contractor Use ===<br />
<!-- NOTE: FORMS FOR CONTRACTOR USE SHOULD MATCH WHAT IS OUT ON https://www.modot.org/forms-contractor-use --><br />
<div class="mw-customtoggle-CM7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Construction and Contract Administration Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM7"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Blank_2AA_Sheet.pdf 2AA Sheet-Blank]<br />
* [https://epg.modot.org/forms/CM/Example_2AA_Sheet.pdf 2AA Sheet-Example]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist - PDF]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist - Word Document]<br />
* [https://epg.modot.org/forms/CM/Affidavit_for_Compliance_with_Prevailing_Wage.pdf Affidavit for Compliance with Prevailing Wage]<br />
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor Affidavit Regarding Settlement of Claims]<br />
* [https://epg.modot.org/forms/CM/CPRQuestionnaire.pdf Contractor Performance Questionnaire]<br />
* [https://epg.modot.org/forms/CM/Contractor_Questionnaire.pdf Contractor Questionnaire]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf CUF Determination Form]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Contractor_Informational_Packet.pdf Lead Abatement MoDOT Contractor Informational]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_FA_Project_Notification.pdf Lead Abatement MoDOT FA Project Notification Must be Filled out by RE]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Notification.pdf Lead Abatement MoDOT Project Notification]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Re_Notification.pdf Lead Abatement MoDOT Project Re-Notification]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_Program_Contact_Info.pdf Lead Abatement Program Contact Info]<br />
* [https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]<br />
* [https://epg.modot.org/forms/CM/Pile%20Driving%20Chart2.xls Pile Driving Set Calculator]<br />
* [https://epg.modot.org/forms/CM/Prequalification_Questionnaire.pdf Prequalification Questionnaire]<br />
* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (C-220)]<br />
* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220_Excel.xlsm Request to Subcontract Work (C-220), Excel]<br />
* [https://epg.modot.org/forms/CM/Sign_Certification_of_Destruction.pdf Sign Certification of Destruction (PDF)]<br />
* [https://epg.modot.org/forms/CM/Sign_Delivery_Certification.pdf Sign Delivery Certification (PDF)]<br />
* [https://epg.modot.org/forms/CM/Subcontractor_Certification_Regarding_Affirmative_Action.pdf Subcontractor Certification Regarding Affirmative Action]<br />
* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]<br />
* [https://epg.modot.org/forms/CM/Value_Engineering_Proposal_C_104.pdf Value Engineering Change Proposal (C-104)]<br />
* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_Federal_Jobs.pdf Wage Flowchart for Federal Jobs-Precon]<br />
* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_State_Jobs.pdf Wage Flowchart for State Jobs-Precon]<br />
* [https://epg.modot.org/forms/CM/Waste_Disposal_Agreement.pdf Waste Disposal Agreement]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM8" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Materials Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM8"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design Submittal]<br />
* [https://epg.modot.org/forms/CM/CERTIFICATE_OF_MATERIALS_ORIGIN.pdf Buy America Materials of Origin]<br />
* [https://epg.modot.org/forms/CM/CERTIFICATE_OF_MATERIALS_ORIGIN_NONIRON_STEEL.pdf Buy America Materials of Origin Non-Iron/Steel (PDF)]<br />
* [https://epg.modot.org/forms/CM/Concrete%20Mix%20Design%20Submittal%20Form.xls Concrete Mix Design Submittal Form]<br />
* [https://epg.modot.org/forms/CM/Missouri%20CoreLok%20Aggregate%20Workbook.xls Corelok Aggregate Workbook]<br />
* [https://epg.modot.org/forms/CM/Durable%20Aggregate%20Calculation.xls Durable Aggregate Calculation]<br />
* [https://epg.modot.org/forms/CM/Illinois_Flexibility_Index_Test.pdf Illinois Flexibility Index Test]<br />
* [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form]<br />
* [https://epg.modot.org/forms/CM/GS013F4.pdf PAL Program Inclusion Certifications and Guarantee Statement]<br />
* [https://epg.modot.org/forms/CM/GS013F2.pdf PAL Fabricators Receival Form]<br />
* [https://epg.modot.org/forms/CM/GS013F3.pdf PAL Shippers Transmittal Form]<br />
* [https://epg.modot.org/forms/CM/PipeShippingReportForm2.pdf CMP, RCP, Pipe Shipping Submittal Form: Precast Drainage Unit and Precast Box Culvert Shipping Report Form]<br />
* [https://epg.modot.org/forms/CM/PipeShippingReportForm_Thermoplastic.pdf Pipe Shipping Submittal Form: Thermoplastic]<br />
* [https://epg.modot.org/forms/CM/Producer_Supplier_List.pdf Producer Supplier Listing Form]<br />
* [https://epg.modot.org/forms/CM/RecycleBinderContribution.xls Recycle Binder Contribution v2.12]<br />
* [https://epg.modot.org/forms/CM/RecycleBinderContribution_401.xls Recycle Binder Contribution v2.20]<br />
* [https://epg.modot.org/forms/CM/Section1040,1043,1044_Inclusion_Certification.pdf Section 1040, 1043 and 1044 Inclusion Certification Statement]<br />
* [https://epg.modot.org/forms/CM/Section1040,1043,1044_Shipping_Report_Form_Fillable.pdf Section 1040, 1043 and 1044 Shipping Report Form]<br />
* [https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Transfer Request of Inspected Material]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Civil Rights Related Forms and Posters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
<br />
<div class="mw-customtoggle-CM9a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] DBE Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9a" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/DBE_and_non_DBE_Subcontractor_Reporting_Form.pdf DBE and non DBE Subcontractor Reporting Form]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Change Form]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Contractor_Project_Trucker_Equipment_List_Form.pdf DBE Contractor/Subcontractor Project Trucker and Equipment List]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Contractor_Subcontractor_Project_Trucker_Form_Instructions.pdf DBE Contractor/Subcontractor Project Trucker and Equipment List - Instructions]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT_Excel.xlsm DBE Identification Submittal Form (Excel)]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT.pdf DBE Identification Submittal Form (PDF)]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Termination_Form.pdf DBE Termination Form]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9b" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] On the Job Training Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9b" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/OJT_1_Trainee_Notification.pdf OJT 1, Training Notification]</br><br />
* [https://epg.modot.org/forms/CM/OJT_2_Contractor_Monthly_Trainee_Report.pdf OJT 2, Contractor Monthly Trainee Report]</br><br />
* [https://epg.modot.org/forms/CM/OJT_3_Training_Completion.pdf OJT 3, Training Completion Report]</br><br />
* [https://epg.modot.org/forms/CM/OJT_4_Trainee_Contact.pdf OJT 4, Trainee Contact]</br><br />
* [https://epg.modot.org/forms/CM/OJT_5_Discrimination_Complaint.pdf OJT 5, Discrimination Complaint]</br><br />
* [https://epg.modot.org/forms/CM/OJT_6_Final_Trainee_Summary.pdf OJT 6, Training Summary]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9c" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Workforce Diversity Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9c" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/WF_2%20_Contractor_Monthly_New_Hire_report.pdf Contractor Monthly New Hire Report]</br><br />
* [https://epg.modot.org/forms/CM/MoDOT_Workforce_Pre_Construction_Diversity_Plan_Report.xlsx Initial Workforce Diversity Plan]</br><br />
* [https://epg.modot.org/forms/CM/MODOT_Workforce_JSP_Cummulative_Workforce_Hours_Report.xlsx Monthly Workforce Reporting Report]</br><br />
* [https://epg.modot.org/forms/CM/WF_1_New_Hire_Notification.pdf New Hire Notification]</br><br />
* [https://epg.modot.org/forms/CR/WF_3_Sample_Workforce_Action_Plan.pdf Sample Workforce Action Plan]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9d" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Federal Aid Job Site Posters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9d" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
:Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9e" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] State Aid Job Site Posters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9e" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
:Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].<br />
</div><br />
</div><br />
<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM10" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Permit Forms for Working on Right of Way</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM10"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Permit for Work on Right of Way]<br />
* [https://www.modot.org/notice-intent MoDOT Notice of Intent to Perform Work]<br />
</div><br />
</div><br />
<br />
===Quick Reference Guides (QRGs)===<br />
<div class="mw-customtoggle-CM11" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] AASHTOWare Project</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM11"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* '''[https://epg.modot.org/forms/CM/AWP_QRG_Revision_Dates.xlsx AWP QRG Revision Dates]'''<br />
* [https://epg.modot.org/forms/CM/AWP_CM_AASHTOWARE_Project_Terminology.docx AWP CM AASHTOWARE Project Terminology]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Certified_Testers.doc AWP CM Certified Testers]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Filters.doc AWP CM Filters]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Filters_for_Sample_Records_or_Acceptance_Actions.doc AWP CM Filters for Sample Records or Acceptance]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Test_Equipment.doc AWP CM Test Equipment]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_1ChangeOrderOverview.doc AWP CO 1 Change Order Overview]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_2ChangeOrderAddingNewItemorOverrunUnderrunExisting.doc AWP CO 2 Change Order Adding New Item or Overrun/Underrun of Existing Items]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc AWP CO 3 Change Order Time Extension]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_4ChangeOrderValueEngineering.doc AWP CO 4 Change Order Value Engineering]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_5ChangeOrderNoCostContractModification.doc AWP CO 5 Change Order, No Cost Contract Modification]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_6ChangeOrderMobilizationAndContractBond.doc AWP CO 6 Change Order, Mobilization and Contract Bond]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_7ChangeOrderApproval.doc AWP CO 7 Change Order Approval]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Codes.doc AWP CO Change Order Codes]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reports.doc AWP CO Change Order Reports]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_CUF_Entry.doc AWP CO Commercially Useful Function (CUF) Review Date Entry]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form (for contracts awarded after March 2021)]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc AWP CO Construction Stockpiles]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Payment_Estimate_Exception_Override.doc AWP CO Contract Payment Estimate Exception Override]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_ContractVendorAssets.doc AWP CO Contract Vendor Assets]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Adjustments.doc AWP CO Contract Adjustments]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiary.doc AWP CO Daily Diary]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiaryAdjustments.doc AWP CO Daily Diary Adjustments]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport.doc AWP CO Daily Work Report]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport_Deleting_Postings_and_Acceptance_Records.doc AWP CO Daily Work Report, Deleting DWR Postings and Acceptance Records]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Disposition_Remarks_PAL_Material.doc AWP CO Disposition Remarks for PAL Material]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Documentation_Records.docx AWP CO Documentation Records]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_EmergencyContacts.doc AWP CO Emergency Contacts]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Estimate.doc AWP CO Estimate]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Estimate_Final.doc AWP CO Estimate Final]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Item_Adjustments.doc AWP CO Item Adjustments]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Milestones.doc AWP CO Milestones]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Signal_Maintenance.doc AWP CO Signal Maintenance]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reason_Codes_for_SL_Time_Extension_Change_Orders.doc AWP CO SL District Reason Codes for Time Extension Change Orders]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Subcontract.doc AWP CO Subcontract]<br />
* [http://eprojects/Templates/AWP_Guide_For_Creating_QA_%20Sample_Records_Using%20E2O%20Spreadsheets.doc AWP Guide for Creating QA Sample Records Using E20 Spreadsheets (Internal Use Only)]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Contract_Lines_For_Acceptance_Actions.doc AWP MA Adding Contract Lines For Acceptance Actions]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Concrete_Mix_Design.doc AWP MA Adding New Concrete Mix Design]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Associating_Material_To_Source.docx AWP MA Associating Material to Source]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Checking_For_UnAuthorized_Sample_Records.doc AWP MA Checking For Unauthorized Sample Records]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_DEC_Sample_Record.docx AWP MA DEC Sample Record]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_DeletingMaterialsFromAcceptanceActions.doc AWP MA Deleting materials From Acceptance]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_EditingContractAcceptanceActionsAndActionRelationships.doc AWP MA Editing Contract Acceptance Actions and Action Relationships]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Generating_Contract_SampleChecklist.doc AWP MA Generating Contract Sample Checklist]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_IAS_Lab_Audit.doc AWP MA I.A.S. Lab Audit]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_PAL_Plant_Inspection_Record.doc AWP MA PAL Plant Inspection Record]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_ReGenerating_Contract_Lines_For_Original_Materials_And_Acceptance_Actions.doc AWP MA Regenerating Contract Lines for Original Materials and Acceptance Actions]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Acceptance_By_Certification.docx AWP MA Sample Record Acceptance By Certification]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Changing_Material_Code_Source_or_SampleType.docx AWP MA Sample Record Changing Material Code Source or Sample Type]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General_IAS_Audit_Record.docx AWP MA Sample Record, General IAS Audit Record]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sampling_and_Testing_Status_Report.docx AWP MA Sampling and Testing Status Report]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_UsingFindSample.docx AWP MA Using the Find Sample Function]<br />
* [http://eprojects/Templates/AWP_QA_Asphalt.xlsm AWP QA Asphalt]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM12" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Digital Signatures</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM12"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Digital_Signature_for_Adobe_Reader_DC_or_Pro_DC.docx Digital Signatures using Adobe DC Reader/Pro]<br />
* [https://epg.modot.org/forms/CM/Creating_Digital_IDs_in_Bluebeam_Revu.pdf Digital Signatures using Bluebeam Revu]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM13" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Storm Water Database</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM13"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 How to Fill Out Land Disturbance Inspection Record.pdf|How to Fill Out Land Disturbance Inspection Record]]<br />
* [[media:101 Land Disturbance Deficiencies QRG 2019.pdf|Land Disturbance Deficiencies]]<br />
* [[media:101 Land Disturbance Storm Water Database Closeout Procedure QRG 2020.pdf|Land Disturbance Storm Water Database Closeout Procedure]]<br />
* [[media:101 Land Disturbance Storm Water Database Initial Setup for Construction Projects 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Construction Projects]]<br />
* [[media:101 Land Disturbance Storm Water Database Initial Setup for Maintenance Projects QRG 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Maintenance Projects]]<br />
* [[media:101 Land Disturbance Storm Water Database 7 Day Reviews QRG.pdf|Land Disturbance Storm Water Database 7-Day Reviews]]<br />
* [[media:101 Storm Water Land Disturbance Erosion Reporting QRG Dec 2020.pdf|Storm Water Land Disturbance Erosion Reporting]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Design==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-DE1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 404 Permit.dotx|404 Permits]]<br />
* [[media:747 Bridge Survey Checklist.xlsx|Bridge Survey Checklist]]<br />
* [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]<br />
* [[media:747 Bridge Survey Report.docx| Bridge Survey Report Form]]<br />
* [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist (Excel)]]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Vertical_Clearance_Coord_Form.pdf Vertical Clearance Design Exception Coordination with SDDCTEA]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Checklist</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE2"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:124.2.4 Design Progress Check list.docx|Design Progress Check List]]<br />
* [https://epg.modot.org/forms/general_files/DE/D-12-form.pdf District Final Design Checklist - D-12]<br />
* [[media:124.2.4 Check List for Preliminary Plans.docx|Preliminary Plans Check List]]<br />
* [[media:124.2.4 Project Reviewing Checklist.docx|Project Reviewing Checklist]]<br />
* [https://epg.modot.org/forms/RW/Chapter%2013_Designing%20Right%20of%20Way%20Plans/Right%20Way%20Plans%20Checklist%20Form%20236.13.7.docx Right of Way Plan Review Check List]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Contracts</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE3"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:District_Award.dotx|District Award]]<br />
* [http://www.modot.org/business/standards_and_specs/documents/ComputerDeliverableContractPlans.pdf Computer Deliverable Contract Plans 2005]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/DE11_Municipal_Agreement.doc DE11]<br />
* [[media:Sample_Scope_of_Services_-_Location_and_Environment.dotx|Sample Scope of Services - Location and Environment]]<br />
* [[media:Sample_Scope_of_Services_Design.dotx|Sample Scope of Services Design]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Design</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE4"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:3R_Conceptual_Study_Report.dotx|3R Conceptual Study Report]]<br />
* [[media:4R_Conceptual_Study_Report.dotx|4R Pavement Rehabilitation Analysis Data and Conceptual Study Report]]<br />
* [[media:Commission_Backup_Form_Blank.dotx|Commission Backup Form Blank]]<br />
* [[media:Commission_Backup_Form_Instructions.dotx|Commission Backup Form Instructions]]<br />
* [[media:Conceptual Study Report.dotx|Conceptual Study Report]]<br />
* [[media:134.2.2.5.1 May 2017.doc|Consultant Rating Form]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28 Sign Design Order Form]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information]<br />
* [[media:Equipment_and_Materials_List.dotx|Equipment and Materials List]]<br />
* [https://epg.modot.org/forms/DE/SWPPP_Project_Specific_Form_806.8.2.pdf Form 806.8.2, Project-Specific SWPPP Information]<br />
* [[media:Form D21 2018.pdf|Highway Lighting Warrants D21]]<br />
* [[media:Location Study Report.dotx|Location Study Report]]<br />
* [[media:M-40 2013.docx|M-40 Request for Drilling Services]]<br />
* [[media:Pavement_Distress_Log_Form_-_Asphalt_-_11x17.dotx|Pavement Distress Log Form - Asphalt - 11x17]]<br />
* [[media:Pavement_Distress_Log_Form_-_Concrete_11x17.dotx|Pavement Distress Log Form - Concrete 11x17]]<br />
* [[media:Pavement_Repair_Log.dotx|Pavement Repair Log]]<br />
* [[media:Preliminary_Plans_Proposal_Review.dotx|Preliminary Plans Proposal Review]]<br />
* [[media:Project_Data_for_BAMS.dotx|Project Data for BAMS]]<br />
* [[media:Project Initialization Estimate Form.dotx|Project Initialization Estimate Form]]<br />
* [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7bC825A659-7DD3-4CF3-8F3D-284E3BFF6E39%7d&file=JSP-Formatting-Guide.doc&action=default Roadway Job Special Provision Formatting Guide]<br />
* [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7b01675DEF-ADDD-465C-AF8F-868B9CF5DBE2%7d&file=Roadway%20JSP%20Instructions.docx&action=default Roadway Job Special Provision Instructions]<br />
* [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={5D551D7A-2FA3-4777-BB7E-829D7D83CA92}&file=Roadway_JSP_Template.doc&action=default Roadway Job Special Provision Template]<br />
* [[media:134.2.2.2 2019.docx|Submittal to Professional Services Committee]]<br />
* [[media:Suggested_Revision_to_a_CADD_Standard.dotx|Suggested Revision to a CADD Standard]]<br />
* [[media:Test-Cultural_Resource_Assessment_Letter.dotx|Test-Cultural Resource Assessment Letter]]<br />
* [[media:Traffic_Signal_Warrants,_Form_D22.dotx|Traffic Signal Warrants, Form D22]]<br />
* [[media:Utility_Print_Submittal_Letter.dotx|Utility Print Submittal Letter]]<br />
* [[media:Utility_Print_Submittal_Letter_Revised_Plans.dotx|Utility Print Submittal Letter, Revised Plans]]<br />
* [[media:124_Work_Day_Study_a.dotx|Work Day Study]]<br />
</div><br />
</div><br />
<br />
<div style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"><span style="margin-left:36px;">[[:Category:134_Engineering_Professional_Services#134.1.3_Consultant_Qualification|Engineering Professional Services]]</span></div><br />
<br />
<div class="mw-customtoggle-DE5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Environmental and Cultural</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE5"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:127.14 Categorical Exclusion Determination 2021.docx|Categorical Exclusion Form]]<br />
* [[media: 127.11 Farmland Conversion Impact Rating Corridor.pdf|Farmland Conversion Impact Rating (Corridor)]]<br />
* [[media: 127.11 Farmland Conversion Impact Rating Site.pdf| Farmland Conversion Impact Rating (Site)]]<br />
* [https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx Request for Environmental Services (RES) Form]<br />
* [https://epg.modot.org/forms/general_files/DE/ENV/RES_Instruction_Manual.docx Instructions for the RES Form]<br />
* [[media:Property_Permission_Letter_E-HP_sample-07-23.docx| Sample letter requesting permission]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE6" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Materials</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE6"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_Request_for_Asphalt_Cement_%_Grade.dotx|Request for Asphalt Cement % Grade]]<br />
* [[media:101_Soil_Info_Request.dotx|Soil Info Request]]<br />
* [[media:101_Soil_Survey_Request.dotx|Soil Survey Request]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Planning</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE7"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_ARAN_Report_Request.dotx|ARAN Report Request]]<br />
* [[media:101_Conceptual_Study_Traffic_Count_Request.dotx|Conceptual Study Traffic Count Request]]<br />
* [[media:101_Fis_Formc.dotx|Fis Formc]]<br />
* [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Road%20User%20Costs%20Request%20Form.pdf?csf=1&web=1&e=lrKK8d Road User Costs Request Form]<br />
* [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik Traffic Forecast Request Form]<br />
* [[media:101_Turning_Movement_Traffic_Count_Request.dotx|Turning Movement Traffic Count Request]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE8" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Public Involvement</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE8"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_Public_Hearing_Statement_Form.dotx|Public Hearing Statement Form]]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]<br />
* [[media:129 Sample Public Involvement or Communication Plan.docx|Sample Public Involvement Plan or Communication Plan]] <br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]<br />
</div><br />
</div><br />
<br />
<div style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"><span style="margin-left:36px;">[[:Category:236_Right_of_Way|Right of Way]]</span></div><br />
<br />
<div class="mw-customtoggle-DE9" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Scoping</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE9"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_Bridge_Checklist.dotx|Bridge Checklist]]<br />
* [[media:101_Construction_and_Materials_Checklist.dotx|Construction and Materials Checklist]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Checklist_Apr_26,_2012.doc Design Checklist]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]<br />
* [[media:101_FHWA_Checklist.dotx|FHWA Checklist]]<br />
* [[media:101_Maintenance_Checklist.dotx|Maintenance Checklist]]<br />
* [[media:101_Planning_Checklist.dotx|Planning Checklist]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Project_Scoping_Checklist_Apr_26,_2012.doc Project Scoping Checklist]<br />
* [[media:101_Public_Information_and_Outreach_Checklist.dotx|Public Information and Outreach Checklist]]<br />
* [[media:101_Railroad_Checklist.dotx|Railroad Checklist]]<br />
* [[media:101_Right_of_Way_Checklist.dotx|Right of Way Checklist]]<br />
* [[media:101_Traffic_Checklist.dotx|Traffic Checklist]]<br />
* [[media:101_Utilities_Checklist.dotx|Utilities Checklist]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE10" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Survey</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE10"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.18.2_Plat_Review_Checklist.pdf Form 238.2.18.2 Plat Review Checklist]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.17_Professional_Land_Surveyor_2013.doc Professional Land Surveyor Description Review Form]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/238.2_Sample_Letter_Notifying_Property_Owner_of_Survey.doc Sample Letter Notifying Property Owner of Survey]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Financial Services==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-FS1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Financial Services Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-FS1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:235 Agreements Checklist.doc|Agreements Checklist]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Highway Safety & Traffic==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-HS1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Highway Safety & Traffic Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-HS1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:902.5.8.3.1 checklist.xlsx|Statewide Signal/Lighting/Flasher Preventive Maintenance Checklist]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Maintenance==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-MT1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Maintenance</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - blankinspreport.pdf|Blank Inspection Report]]<br />
* [[media:101 Maintenance - bridgemaintenancerepairreport.xls|Bridge Maintenance Repair Report (Excel)]]<br />
* [http://ghepg01/forms/BR/774_Cathodic_System_Evaluation.dotx Cathodic System Evaluation]<br />
* [[media:101 Maintenance - CIF - Written form.dot|CIF (Critical Inspection Finding)]]<br />
* [[media:101 Maintenance - Follow-up Action Required-Written form.doc|FAR (Follow-Up Action Required)]]<br />
* [[media:101 Maintenance - maintmatlusage.xls|Maintenance Material Usage (Excel)]]<br />
* [[media:101 Maintenance - Maintenance Recommendation Report.pdf|Maintenance Recommendation Report]]<br />
* [[media:101 Maintenance - paintdatareportformblank.xls|Paint Data Report (Excel)]]<br />
* [[media:101 Maintenance - Photo Log.xls|Photo Log Sheet (Excel)]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Chip Seal Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT2"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [http://wwwi/maintenance/Forms/App%20Adjust%20Form.pdf Application Adjustment Factor Form]<br />
* [http://wwwi/maintenance/Forms/Traffic%20Eval%20Factor.pdf Traffic Evaluation Factor (TEF) for Asphalt Application Adjustment]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Commuter Lots</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT3"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - Commuter Lot Inspection Form.xls|Commuter Lot Inspection (Excel)]]<br />
* [[media:101 Maintenance - Commuter Lot Survey.pdf|Commuter Lot Survey]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Disasters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT4"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - DDIR.xls|Detailed Damage Inspection Report (Excel)]]<br />
* [[media:101 Maintenance - Non Federal Aid Route DDIR.xls|FEMA Detailed Damage Inspection Report (Excel)]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Miscellaneous Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT5"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:127.29.9 FRCP.pdf|Facility Runoff Control Plans (FRCP)]]<br />
* [http://sharepoint/systemdelivery/TR/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Inspections/WorkZone_Inspection-form%202014.pdf Work Zone Inspection Form]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT6" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Rest Areas</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT6"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - Rest Area Truck Parking.xls|Rest Area Truck Parking (Excel)]]<br />
* [[media:101 Maintenance - REST AREA inspection_2005.doc|Rest Area Inspection]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Snow and Ice Control</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT7"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - Snow and Ice Control Equipment Inventory.xls|Snow and Ice Control Equipment Inventory (Excel)]]<br />
* [[media:101 Maintenance - Chemical Requirements.xls|Chemical Requirements (Excel)]]<br />
* [[media:101 Maintenance - Salt Storage.xls|Salt Storage (Excel)]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Motor Carrier Services==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-MC1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Maintenance</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MC1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://www.modot.org/HazWaste Hazardous Waste Transport Forms]<br />
* [https://www.modot.org/HHGoods Household Goods Transport Forms, Tariff Information, ''Moving in Missouri'' brochure]<br />
* [https://www.modot.org/IFTA International Fuel Tax Agreement Forms]<br />
* [https://www.modot.org/IRP International Registration Plan Forms]<br />
* [https://www.modot.org/MOPA Missouri Operating Authority Forms]<br />
* [https://www.modot.org/OSOW Oversize Overweight Permitting Forms]<br />
* [https://www.modot.org/SC Missouri Intrastate Skill Performance Evaluation for Medical Exemption Forms]<br />
* [https://www.modot.org/WasteTire Waste Tire Transporter Forms]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
[[image:101 bottom.jpg|center|1025px]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:747_Bridge_Reports_and_Layouts&diff=53616Category:747 Bridge Reports and Layouts2024-03-27T13:50:45Z<p>Hoskir: /* 747.2.6.2 Mechanically Stabilized Earth (MSE) Wall Systems */ updated link to request for final soundings</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right" <br />
|- <br />
|'''Submittals '''<br />
|-<br />
|[[media:747 Bridge Survey Checklist.xlsx|Bridge Survey Checklist]]<br />
|-<br />
|[[media:747 Bridge Survey Report.docx|Bridge Survey Report]]<br />
|-<br />
|[[#747.2.2.3 Preliminary Geotechnical Report|Preliminary Geotechnical Report]]<br />
|-<br />
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]<br />
|-<br />
|[[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]<br />
|}<br />
=747.1 Bridge Survey Location Request=<br />
<br />
Districts should request guidance for survey activities related to hydraulics for Bridge designed structures as early in the design process as possible using the [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request Form]]. A form should be submitted for each structure location and preferably in groups rather than individually.<br />
<br />
Applicable portions of this document are filled in completely by the district. Crossings with small drainage areas should be evaluated to determine if Bridge Division or the district is responsible for the design of the structure. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for more details. <br />
<br />
'''Page 1.''' Describe the location of the crossing from features readily identified on maps such as towns or other state routes. Complete the High Water Elevations at Proposed Bridge Site table using water elevations at survey centerline. Provide location information for new bridge and any additional information that may be helpful in determining the location of valley sections and profiles (i.e. levees overflow structures, nearby dwellings in the floodplain or other items that may not be easily recognized in aerial imagery).<br />
<br />
'''Page 2.''' To be completed by Bridge Division (See [[750.3 Bridges#750.3.1.1 Survey Locations|EPG 750.3.1.1 Survey Locations]].)<br />
<br />
'''File Name''' – File name of the submitted Bridge Survey Request Form should be as follows: County_Route_Feature Crossed – (Optional – existing bridge no., Job Number)<br />
<br />
==747.1.1 Bridge Survey Location Request Submittal/Completion Process==<br />
<br />
The [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request form(s)]] is submitted to the Bridge Survey Processor thru ProjectWise. To submit the Bridge Survey Location Request Form(s), place the file(s) in a folder under the district Design folder in ProjectWise (it is preferred that this folder be a designated folder named “1-BR Survey Locations” or similar rather than using individual job folders), then send an email to the Bridge Survey Processor that includes a list of the files placed in ProjectWise and a link to the folder. <br />
<br />
The Bridge Survey Processor will notify the district when the files have been accepted, so that the files may be removed from ProjectWise. The Bridge Survey will notify the bridge contact person and Bridge Division will process the request, providing the completed form and additional information to the district contact listed on the form via an email which will contain a link to the file location in SharePoint.<br />
<br />
==747.1.2 Contracted Surveys==<br />
<br />
The [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request form]] should not be provided to consultants when the contract includes completing both the Bridge Survey and preliminary design of a bridge.<br />
<br />
=747.2 Bridge Surveys =<br />
<br />
EPG 747.2 Bridge Surveys is provided as supporting information and guidance for the preparation and submittal of bridge surveys and is to be used in conjunction with the [[media:747 Bridge Survey Checklist.xlsx|Bridge Survey Checklist]].<br />
<br />
A proper procedure for, and a methodical approach to the analysis and computations for preparation of a bridge survey will result in a realistic recommendation for the proposed structure. A Bridge Survey consists of the [[media:747 Bridge Survey Report.docx|Survey Report]] along with applicable files and documents listed in [[#747.2.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]]. Most documents for a Bridge Survey are submitted on standard sheets which are available in Word or MicroStation.<br />
<br />
==747.2.1 Purpose==<br />
Bridge surveys prepared and submitted to the Bridge Division by the district provide the basis for preliminary bridge layouts and ultimately for the preparation of bridge plans by the Bridge Division. Care exercised during the gathering and preparation of bridge survey data will be reflected throughout the life of the proposed bridge. The hydraulic design of the bridge waterway opening for a stream crossing is almost entirely based upon bridge survey data gathered in the field or from aerial photographs. Bridge surveys for grade separations should accurately describe geometrics, grades and other pertinent features of the proposed improvement. When new grade separation structures are to be incorporated with existing facilities or when existing structures are to be widened or rehabilitated, the bridge survey should reflect geometrics and grades of existing facilities as they exist. Seldom are existing geometrics and grades the same as shown on original design plans. <br />
<br />
Bridge survey data should include all information regarding the bridge site which will have a bearing on the bridge layout and design. <br />
<br />
Consulting engineering firms retained by the department to prepare bridge layouts should contact the Bridge Division for additional requirements beyond those listed in this article. <br />
<br />
==747.2.2 Bridge Survey Submittals==<br />
<br />
===747.2.2.1 Bridge Survey Report===<br />
All applicable portions of the Bridge Survey Report form are filled out by the district. <br />
<br />
Crossings with small drainage areas should be evaluated by the district to determine if Bridge Division or the district is responsible for the design of the structure. See [https://epg.modot.org/index.php?title=750.7_Non-Hydraulic_Considerations#750.7.4.3_Summary_of_Responsibilities EPG 750.7.4.3 Summary of Responsibilities] for more details.<br />
<br />
'''Page 1.''' Describe the location of the proposed bridge from features readily identified on maps such as towns or other state routes. <br />
<br />
Provide data for the existing MoDOT bridge that is on or near the alignment of proposed bridge. <br />
<br />
Complete the High Water Elevations at Proposed Bridge Site table using water elevations at survey centerline.<br />
<br />
'''Page 2.''' Provide information on any improvements near the proposed bridge. Such improvements may include, but are not limited to, residences, businesses, other buildings and crop fields. <br />
<br />
The data for Other Bridges need be completed when indicated on the Bridge Survey Location Request. The "Additional Remarks" space is used for general information relating to the crossing and is not restricted to remarks relating to the bridges. <br />
<br />
Information on Page 2 is used as part of the hydraulic analysis of the crossing by the Bridge Division and should be carefully completed by the district. If the crossing is over an organized drainage district ditch or encroaches on Drainage District levees, provide the corporate name of the Drainage District. <br />
<br />
'''Page 3.''' Photographs depicting the site conditions at the time of survey shall be provided. <br />
<br />
'''Page 4.''' General Instructions for Bridge Surveys.<br />
<br />
===747.2.2.2 Bridge Survey Sheets===<br />
The following Bridge Survey Sheets are submitted when applicable (each sheet is to be submitted as a dgn file and also as a PDF):<br />
<br />
:[[#747.2.3.2 Plan Sheets|Plan Sheet(s)]] <br />
:[[#747.2.3.3 Typical Section Sheet|Typical Section Sheet(s)]]<br />
:[[#747.2.3.4 Profile Sheet |Profile Sheet(s)]]<br />
:[[#747.2.3.5 Valley/Channel Section Sheets|Valley/Channel Section Sheet(s)]]<br />
:[[#747.2.3.6 Cross Section Sheet(s)|Cross Section Files/Sheet(s)]]<br />
<br />
===747.2.2.3 Preliminary Geotechnical Report===<br />
The preliminary geotechnical report provides critical information necessary for the proper layout of structures. The spill slope recommendation is needed to determine minimum structure length. The geological data provided is used to assess possible foundation types and subsurface problems thereby leading to a potentially more accurate preliminary cost estimate provided with the bridge memorandum.<br />
<br />
===747.2.2.4 HEC-RAS GEO Files for Stream Crossings===<br />
HEC-RAS GEO file contains geographic information that are imported into '''H'''ydrologic '''E'''ngineering '''C'''enter's - '''R'''iver '''A'''nalysis '''S'''ystem (HEC-RAS) to create the geometric portion of the hydraulic model. If survey data is provided for more than one stream, a GEO file is created for each stream. If additional sections or offset profiles are needed beyond what is available in the HEC-RAS Converter spreadsheet, create multiple GEO files using the same streambed profile.<br />
<br />
The HEC-RAS Converter spreadsheet and it’s YouTube tutorial videos are available on the CADD Services web page at [http://spexternalsignin/sites/de/cs/Pages/Support.aspx Support Files → Open Roads Designer Support → Bridge Survey Tools]. The GEO file(s) and the HEC-RAS Converter spreadsheet(s) are submitted with the Bridge Survey.<br />
<br />
'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.1.3_Centerline_and_Offset_Profiles Centerline and Offset Profiles]''' - Profile chains created for use in the HEC-RAS Converter spreadsheet are created so that the stationing in the GEO file will run from left to right when looking downstream. Profile stationing for the GEO file starts at zero and may run the opposite direction of the roadway stationing.<br />
<br />
'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.6_Streambed_Profiles Streambed Profile(s)]''' – Stationing for streambed profiles should begin at zero at the downstream end and increase going upstream.<br />
<br />
'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.8_Valley_Sections Valley Sections]''' – Stationing for valley sections run from left to right looking downstream.<br />
<br />
'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.9_Typical_Channel_Sections Typical Channel Sections]''' - Stationing for channel sections run from left to right looking downstream.<br />
<br />
'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.10_Other_Bridges Other Bridges]''' - Stationing for sections at other bridges run from left to right looking downstream.<br />
<br />
===747.2.2.5 Additional Information===<br />
The following additional information is provided to aid the preliminary designer in the efficient and accurate layout of the structure:<br />
<br />
:.dgn Reference Files<br />
:Terrain Model Files<br />
:GEOPAK Cross Section Files<br />
:Bridge Survey Checklist<br />
:Photos <br />
<br />
===747.2.2.6 Bridge Survey Submittal Process===<br />
<br />
====747.2.2.6.1 Submitting the Bridge Survey====<br />
The completed bridge survey report including all applicable files and reports listed in EPG 747.2.2 Bridge Survey Submittals<br />
is submitted to the Bridge Division Bridge Survey Processor through ProjectWise. Once all the bridge survey documents are available in ProjectWise send an email to the Bridge Survey Processor indicating that the bridge survey is being submitted and providing a link to the bridge survey documents in ProjectWise.<br />
<br />
====747.2.2.6.2 ProjectWise====<br />
To submit the Bridge Survey, create a new folder named Bridge Survey Plans in the Roadway folder, under the appropriate job number in ProjectWise. <br />
<br />
[[image:747.2.2.6.2-01.png|center]]<br />
<br />
When there are multiple bridges, walls, or culverts in a Job number, create an additional folder for each location within the Bridge Survey Plans folder. The route and feature crossed may be used to designate the location (for example, B over Turkey Creek, 67 NB over 60, MSE Wall 67 along 60). Existing bridge numbers may be used for bridge replacement and rehabilitations.<br />
<br />
Once the folders have been created, copy and paste the Bridge Survey documents into the appropriate folder(s). Be sure to include all reference files associated with the MicroStation .dgn files.<br />
<br />
====747.2.2.6.3 Creating a Link====<br />
To create a link, open the ProjectWise folder, click in the address bar to highlight the contents, and then right click and select copy from the dropdown menu. Right or left click in the body of the email and click on the paste icon.<br />
<br />
[[image:747.2.2.6.3-01.png|center]]<br />
<br />
====747.2.2.6.4 Revising Bridge Surveys====<br />
<br />
=====747.2.2.6.4.1 Naming Revised Documents=====<br />
To prevent confusing revised documents with the original documents or previous revisions add the suffix "Rev" with the revision number to the file name (for example, '''001_jobnumber_brplanRev1.dgn'''). <br />
<br />
Subsequent revisions, if required, would be '''001_jobnumber_brplanRev2.dgn, 001_jobnumber_brplanRev3.dgn''', etc.<br />
<br />
=====747.2.2.6.4.2 Submitting Revised Documents=====<br />
To submit revised Bridge Survey documents, create a new folder named Revisions-“todays date” (yymmdd) (for example, Revisions-230622) in the appropriate Bridge Survey folder or location folder and, copy the revised documents into the folder. Be sure to include all reference files associated with the MicroStation .dgn files.<br />
<br />
If additional revisions are required, create a new folder using the current date for each revision to prevent confusion.<br />
<br />
[[image:747.1.2.6.4.2-01.png|center]] <br />
<br />
E-mail the Bridge Survey Processor with a link to the appropriate folder and indicate that a revision to the bridge survey has been made.<br />
<br />
====747.2.2.6.5 Bridge Survey Submittal Timeline====<br />
Submit Bridge Surveys at least 12 months prior to the Plans Completion Date (PCD) for nonseismic bridges to allow adequate time for preliminary and structural design. See [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29 EPG 751.1.1.5 Routine New Bridge Design Schedule] for additional details. Seismic bridges may require as much as 24 months for structural design; consult the Structural Liaison Engineer for an estimate of when Bridge Survey should be submitted.<br />
<br />
==747.2.3 Bridge Survey Sheet Data==<br />
<br />
===747.2.3.1 Common Data (All Bridge Survey Sheets)===<br />
====747.2.3.1.1 Title Block ====<br />
Care should be taken to fill out the Title Block thoroughly and completely. For new construction, the new bridge number will not be known at time of Bridge Survey submittal.<br />
<br />
The station to be used is the station along the project roadway at the intersection of the project roadway and the roadway below/above or the center of the stream below.<br />
<br />
====747.2.3.1.2 Other Information====<br />
Consistent uniform sheet numbering and naming practices allows for quick sheet identification thereby improving the efficiency of the work flow process.<br />
<br />
To clarify how many bridge survey sheets there are and to differentiate them from the reference files, name Bridge Survey sheets using the following format: <br />
<br />
:'''001_Jobnumber_description.dgn<br />
:'''002_Jobnumber_description.dgn<br />
:'''003_Jobnumber_description.dgn'''<br />
<br />
===747.2.3.2 Plan Sheets===<br />
====747.2.3.2.1 General Information for All Plan Sheets ====<br />
The Plan Sheet is used to show a plan view of the proposed structure. <br />
<br />
'''Guidance about the additional requirements for [[#747.2.3.2.2 Additional Information for Stream Crossings|Stream Crossings]], [[#747.2.3.2.3 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.2.4 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.2.5 Additional Information for Retaining Walls|Retaining Walls]] is available. ''' <br />
<br />
The following items are included as general information for all Plan Sheets:<br />
<br />
'''North Arrow''' - A north arrow shall be prominently placed on Plan Sheet.<br />
<br />
'''Title''' - “PLAN” shall be placed at the top center of the sheet.<br />
<br />
'''Scale''' - The preferred scale for plan sheets is 1" = 100'. Where the extent of the area is such that the entire area cannot be shown on one sheet at this scale, a scale of 1" = 200' may be used, or additional sheets with match lines as required may be used. For further clarity, a larger scale may be used as long as all pertinent information fits on the Plan Sheet. <br />
<br />
'''Visual Scale''' - A scale bar showing the full length of the scale, plus ½ and ¼ lengths of the scale used on the sheet, or a scale note shall be prominently displayed on Plan Sheets. <br />
<br />
'''Stationing''' - Stationing shall be shown with stations increasing from left to right. <br />
<br />
'''Roadway Location Details''' - Show location of existing and proposed roadways with stationing, labeling, bearings and dimensions. Center details on Plan Sheet as much as possible.<br />
<br />
'''Horizontal Curve Data''' – If applicable, the horizontal curve data shall be given.<br />
<br />
'''Structure Locations''' - Show location of existing bridge with general dimensions and stationing. Show location of proposed bridge.<br />
<br />
'''Four Section Index''' - Provide small four section index map showing approximate course of streams and location of roads and bridges.<br />
<br />
'''Bench Marks''' – See [[238.3 Route Surveying#238.3.36.1 General Bridge Survey Information|EPG 238.3.36.1.1 Benchmarks]]. Provide location, elevation and description of two permanent bench marks. These may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.<br />
<br />
'''Coordinate System''' – See [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.2_Coordinate_System EPG 238.1.4.2 Coordinate System]. Provide the coordinate system (NAD83) used for the project. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.<br />
<br />
'''Zone''' - Provide the zone (East, Central or West) for the project location. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet. <br />
<br />
'''Vertical Datum''' – See [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.3_Vertical_Datum EPG 238.1.4.3 Vertical Datum]. Provide the survey datum used for the survey (for example, NAVD 88) and any datum shift information should be provided here as well (for example, NAVD 88 = NGVD 29 + 1.23’). This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.<br />
<br />
'''Projection Factor''' – [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.4_Projection_Factor See EPG 238.1.4.4 Projection Factor]. Provide the projection factor for the project location. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.<br />
<br />
'''Existing and Proposed Incidental Features''' - Buildings, fences, drainage features, temporary bypasses and other improvements within the extents of the survey (see [https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.28_Man-made_features EPG 238.3.28, Man-made Features]) should be shown on the Plan Sheet. Show all utilities (see [https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.29_Utilities EPG 238.3.29 Utilities]) overhead and underground and note utilities to be placed on bridge, if any. Include location, size and flow line elevations of storm water drainage structures.<br />
<br />
'''Boundaries''' - Show existing and tentative right of way and easements on Plan Sheet. <br />
<br />
'''Public Land Survey Lines''' - Include labeled section, township and range lines when applicable.<br />
<br />
'''Contour Lines''' – Contour lines shall be provided to the limits and intervals given in [[238.3 Route Surveying#238.3.36.3.5 Extent of contours|EPG 238.3.36.3.5 Extent of Contours]] and [[238.3 Route Surveying#238.3.36.2 Grade Separation|EPG 238.3.36.2 Grade Separation]]. Contours at 10 ft. intervals shall be shown using a heavier line.<br />
<br />
'''Tie Station''' – The intersecting stations and skew angle for all streams, routes, railroad lines and retaining walls are to be clearly labeled where applicable.<br />
<br />
====747.2.3.2.2 Additional Information for Stream Crossings ====<br />
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''<br />
<br />
The plan sheet for stream crossing projects is used to show the alignment of the stream in reference to the alignment of the roadway. The information provided on this drawing is used in the hydraulic analysis for the project vicinity during flood events. The accuracy of the hydraulic analysis, the hydraulic performance of the new bridge structure during a flood event, and the determination of possible flooding effects on properties in the vicinity are all highly dependent upon the detail and accuracy provided in this drawing.<br />
<br />
'''Roadway Design Frequency''' – Plan sheet(s) shall show all valley sections and have the course of the stream plotted sufficiently to at least the limits of the valley sections. In some cases an additional plan sheet showing details in the vicinity of the bridge may be required. <br />
<br />
'''Plan Extents''' - Plan sheet(s) shall show all valley sections and have the course of the stream plotted sufficiently to at least the limits of the valley sections. In some cases an additional plan sheet showing details in the vicinity of the bridge may be required. <br />
<br />
'''Contour Lines''' - When provided in the survey data, topographic contour lines in the project vicinity, affected during flood conditions, extending at least 1,000 ft. up and down the valley from the proposed crossing are provided. Bridge Division evaluates all of the topographic elevation information in the project vicinity to aid in the development of the hydraulic analysis. Although the Valley Sections described below provide detail of the groundline information at certain locations, it is sometimes necessary for the hydraulic designer to be able to accurately develop additional valley sections based on the extent of the topographic contour lines provided on this plan sheet. As a result, the topographic contour lines should be provided to an elevation 5 ft. above the extreme high water elevation. <br />
<br />
'''Stream Meander''' - An accurate depiction of the meander of the stream, as obtained from a survey is shown to the limits of the valley sections, but not less than a distance 500 ft. upstream and downstream of the crossing. The accurate plan view representation of the stream layout is critical to the hydraulic analysis software used in the design. Where the stream has a benched bank, use a solid line for the high bank and a dashed line for the low bank. See [[238.3 Route Surveying#238.3.36.3.4 Stream Meanders|EPG 238.3.36.3.4 Stream Meanders]] for additional information.<br />
<br />
'''Flow Direction''' - The direction of stream flow. <br />
<br />
'''Channel Changes''' - The location and alignment of past or proposed channel changes in the project vicinity. If a proposed channel change is to occur, the drawing should give reference to a typical proposed channel section(s) that is shown on the [[#747.2.3.5 Valley/Channel Section Sheets|Valley/Channel Section Sheets]] or the [[#747.2.3.6 Cross Section Sheet(s)|Cross Section Sheet(s)]].<br />
<br />
'''Channel and Overbank Features''' - Location and description of any features above and below the crossing which could affect the course of the stream or the layout of the bridge (e.g., rock outcropping, dam, head cut). <br />
<br />
'''Labeling''' - Name of the stream, stating whether it is a river, creek, drainage ditch, ravine, dry run, etc. <br />
<br />
'''Valley Sections''' - Locations of surveyed Valley Sections, including stationing. <br />
<br />
:'''Valley Section Location''' - The location of the valley sections should be located accurately on the plan sheet, including the distance upstream or downstream of the roadway centerline as measured along the centerline of the stream; as well as an orientation and skew of the section line to the stream. The valley section lines should also be located in the plan view by offset distances and angles from tie points on the roadway. <br />
<br />
:'''Valley Section Stationing''' - Stationing marks should be indicated on the valley section lines, and confirmed with the cross section data to ensure that the centerline of the channel is located at the proper station. It is important that the orientation of the valley section when input into the hydraulic analysis software be “facing downstream”. Because of this need, the valley section should be stationed so that the completed cross section will represent the viewer facing in the downstream direction. <br />
<br />
'''Typical Channel Sections''' - When channel sections are provided in the survey data, location and stationing of the channel sections shall be the same as for valley sections. <br />
<br />
'''Erosion''' - Identified areas of bank deterioration and erosion within 1000 ft. of the crossing should be indicated on the plan sheet and supplemented with photographs, if possible. This will help to determine the degree of further investigation needed.<br />
<br />
====747.2.3.2.3 Additional Information for Grade Separations====<br />
'''For information required for all plan sheets see EPG 747.2.3.2.1 General Information Required for all Plan Sheets.'''<br />
<br />
Many of the criteria and principles pertaining to the layout of stream crossing bridges are also applicable to grade separation bridges. <br />
<br />
Bridge length and substructure locations are usually controlled by horizontal and vertical geometrics. Vertical and Horizontal Clearance requirements are given in [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.6.1_Grade_Separations EPG 751.1.2.6.1 Grade Separations]. <br />
<br />
For structures spanning freeway type facilities, two-span bridges with MSE walls in front of the end bents are commonly used if the required span length is not excessive. <br />
<br />
'''Under Route Stationing''' - The stationing along the routes under the bridge are to be shown in enough detail to determine the direction of stationing and the location of stationing baseline (i.e., centerline roadway, median edge of pavement, centerline median, etc.). <br />
<br />
'''Labeling''' - The under routes are to be clearly labeled with the name of the route and direction of traffic, (for example, Route 50, SBL, NBL, Ramp 1, North Outer Road, etc.).<br />
<br />
'''Drainage Features''' - All roadway drainage features both existing and proposed are to be clearly identified and labeled.<br />
<br />
'''Ramps''' - Information for all ramps shall include: tie station, location of stationing baseline, enough stationing to determine direction of stationing and horizontal alignment.<br />
<br />
'''Outer Roads''' - Information for all outer roads shall include: tie station, location of stationing baseline, enough stationing to determine direction of stationing and horizontal alignment.<br />
<br />
====747.2.3.2.4 Additional Information for Railroad Crossings ====<br />
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''<br />
<br />
'''Information for Grade Separations in EPG 747.2.3.2.3 shall be provided in addition to the following data:'''<br />
<br />
'''Stationing''' - The stationing along the railroad lines under the bridge is to be shown in enough detail to determine the direction of stationing.<br />
<br />
'''Milepost''' - Railroad milepost at intersection shall be labeled.<br />
<br />
'''Horizontal Curve Data''' - If applicable, the horizontal curve data for all railroad lines shall be given.<br />
<br />
'''Cross Sections''' - The location of required cross sections shall be shown and clearly labeled as to identify the direction of stationing. See [[#747.2.3.6 Cross Section Sheet(s)|EPG 747.2.3.6 Cross Section Sheet(s)]].<br />
<br />
====747.2.3.2.5 Additional Information for Retaining Walls====<br />
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''<br />
<br />
'''Location''' - The retaining wall shall be shown at the proposed location. The baseline for the wall shall be clearly labeled.<br />
<br />
'''Tie Points and Offset Dimensions''' - Station and offset dimension ties are to be given at the ends of the wall and any breakpoints (change in direction/alignment) in the wall. Offset dimensions are to be shown to the critical wall location; front face of the wall if the under route offset is critical and fill face of wall if the over route offset is critical.<br />
<br />
'''Horizontal Alignment''' - Provide proposed horizontal alignment of the wall. Provide horizontal curve data if the wall is not parallel to the centerline roadway.<br />
<br />
===747.2.3.3 Typical Section Sheet===<br />
<br />
====747.2.3.3.1 Typical Sections (Roadways, Ramps, Bypasses)====<br />
Typical sections provide a multitude of valuable information necessary for the proper layout of structures. Typical sections, for existing and proposed roadways, should be provided for the main line route, all under routes, all ramps and outer roads in the near vicinity of the proposed structure that may affect or be affected by the construction of the structure.<br />
<br />
'''Scale''' - Typical sections should be placed on the sheet using a scale that allows easy legibility and arranged in such a manner to provide distinction between the sections.<br />
<br />
'''Labeling''' - The title under each section should include the name of the roadway, ramp, etc. and the station limits for which the section is valid.<br />
<br />
'''Profile Grade Location''' - The location of the profile grade shall be clearly identified.<br />
<br />
'''Cross Slope''' - The cross slope and/or superelevation of each lane and shoulder shall be shown with an arrow indicating the direction of slope. Inclination of side slope(s) shall also be shown.<br />
<br />
'''Dimensioning''' - Dimensions shall be provided for all lane widths, shoulder widths, multi-use paths/sidewalks, median widths, side slopes and ditch widths.<br />
<br />
'''Clear Zone''' - The clear zone shall be shown by dimensioning from the edge of travelway and clearly labeled as such.<br />
<br />
'''Guardrail, Barrier Curb and Fence''' - The locations of any guardrail, barrier curb and/or fence either existing or proposed shall be shown along with dimension to edge of travelway, roadway or shoulder. <br />
<br />
====747.2.3.3.2 Design Traffic (Construction Year and Design Year)====<br />
Traffic information is typically provided for the route on which the structure is to be built. It is generally not necessary to provide traffic data for ramps and outer roads.<br />
<br />
'''Traffic Data''' - Design year traffic and construction year traffic in the form of ADT and AADT with the percentage of traffic attributed to trucks and the design speed shall be placed on the sheet near the section to which the data pertains.<br />
<br />
'''Traffic Handling''' - If provision is to be made for handling traffic in the immediate vicinity of the structure that will affect the structure in any way, a recommendation for the location of a bypass, and/or staging of construction are included.<br />
<br />
====747.2.3.3.3 Other Information ====<br />
The typical section sheet can serve as a location for several other pieces of information.<br />
<br />
'''Survey Points and Datum''' - Survey control points, reference points, benchmarks, and survey datum are placed at any convenient location on the typical section sheet.<br />
<br />
'''Superelevation Data''' - The superelevation transition data table (i.e., shape file) should be shown if applicable.<br />
<br />
===747.2.3.4 Profile Sheets===<br />
<br />
====747.2.3.4.1 General Information for Three Line Profile Sheets====<br />
'''Guidance about the additional requirements for [[#747.2.3.4.3 Additional Information for Stream Crossings|Stream Crossings]], [[#747.2.3.4.4 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.4.5 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.4.6 Additional Information for Retaining Walls|Retaining Walls]] is available.'''<br />
<br />
The three lines of ground profiles plus the proposed profile grade provide critical information used in the layout of structures. The profiles aid in determining the length of structure, allowable substructure location, span lengths, superstructure type, superstructure depth and verification of the proposed profile grade. This information is used in conjunction with the freeboard or minimum vertical clearance requirements. <br />
<br />
'''Existing Profiles''' – See [[238.3 Route Surveying#238.3.36.1.3 Centerline and Offset Profiles|EPG 238.3.36.1.3 Centerline and Offset Profiles]]. Three existing ground profiles are to be shown parallel to the roadway. One profile is taken at the centerline of the roadway and the other two beyond the outer extents of the proposed roadway fill on either side. For bridge replacements, the left and right profiles should be taken outside of any existing roadway fill, roadway ditches and/or drainage tributaries. For extents of profiles see [[#747.2.3.4.1.1 Additional Information for Stream Crossings|Additional Information for Stream Crossings]] and [[#747.2.3.4.1.2 Additional Information for Grade Separations|Grade Crossings]] below. <br />
<br />
'''Tentative Proposed Centerline Profile''' - The tentative proposed centerline profile is provided as a starting point for the bridge preliminary design. To provide the most economical project that meets vertical clearance or freeboard requirements, changes to the tentative proposed centerline profile may be necessary. Bridge Division will collaborate with the district to determine the final proposed centerline profile. <br />
<br />
Additional information for tentative proposed centerline profiles:<br />
:* To facilitate drainage of the bridge deck, an on grade or crest vertical curve profile is preferred.<br />
:* Superelevation transitions that extend onto the bridge deck should be avoided if possible.<br />
:* Truss bridge replacements usually require a substantial increase in the profile grade due to the shallow superstructure height of trusses.<br />
<br />
'''Profile Key''' - The profile key indicates the line style, color and descriptive label (e.g., Centerline, 40’ Left, etc.) for each of the profile lines. <br />
<br />
'''Scale''' - The preferred scale of the three line profile sheet(s) is 1” = 10’ for elevations and stationing. The scale used is noted on the profile sheet; if multiple profiles are shown on the same sheet, a scale note is provided for each profile. (Note: The Three Line Profile sheet(s) in MicroStation are used to develop a scaled drawing of the bridge, therefore, the Three Line Profile sheet(s) in MicroStation are drawn at the scale shown on the three line profile sheet(s).) <br />
<br />
'''Vertical Curve Data''' - The vertical profile grade line for the proposed and existing roadways are shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile. <br />
<div id="Grades"></div><br />
'''Grades''' - Provide grades to the limits of both the proposed and existing centerline profiles.<br />
<br />
'''Grid Labeling and Profile Alignment''' - Gridlines are labeled every 10 ft. in elevation and every 50 ft. in stationing. Profiles are aligned to the gridlines so that the station labels are provided at X+50 and X+00 stations and the elevation labels are shown to the tenth place (i.e., 740). <br />
<br />
=====747.2.3.4.1.1 Additional Information for Stream Crossings=====<br />
<br />
For information required for Three Line Profile Sheets, see [[#747.2.3.4.1 General Information for Three Line Profile Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].<br />
<br />
'''Profile Extents''' – Three line profiles extend sufficiently beyond the limits of the proposed structure to allow a full profile of the structure to be added.<br />
<br />
Water surface elevations are shown on the plot of the three line profile. <br />
<br />
'''Extreme High Water Elevation''' - The extreme high water elevation at the immediate site of the stream crossing and at valley sections when available, as ascertained per [[238.3 Route Surveying#238.3.36.3.11 Extreme High Water Elevation|EPG 238.3.36.3.11 Extreme High Water Elevation]]. <br />
<br />
'''Ordinary High Water Mark Elevation''' - The ordinary high water mark elevation at the immediate site of the stream crossing as ascertained per [[238.3 Route Surveying#238.3.36.3.12 Ordinary High Water Mark|EPG 238.3.36.3.12 Ordinary High Water Mark]].<br />
<br />
'''Low Water Elevation''' - The low water elevation at the immediate site of the stream crossing as ascertained per [[238.3 Route Surveying#238.3.36.3.13 Low Water Elevation|EPG 238.3.36.3.13 Low Water Elevation]]. <br />
<br />
=====747.2.3.4.1.2 Additional Information for Grade Separations=====<br />
<br />
For information required for Three Line Profile Sheets, see [[#747.2.3.4.1 General Information for Three Line Profile Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]]. <br />
<br />
'''Profile Extents''' – Three line profiles extend sufficiently beyond the limits of the proposed structure to allow a full profile of the structure to be added.<br />
<br />
'''Over-Route Profile''' - All profile lines should show the proposed and/or existing roadway(s) under the structure including pavement, ditches, slopes, etc.<br />
<br />
'''New or Altered Under-Route Profile''' - If the roadway under the proposed structure is also new or will have the grade(s) changed (to be constructed with the structure or in the future) then a vertical profile of the under route shall be provided for a distance of at least 100 ft. on either side of the proposed structure. <br />
<br />
The vertical profile grade line for the proposed roadway is shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile. <br />
<br />
Grades for both the existing and proposed profiles to the limit of the profiles are also provided. Superstructure depth requirements are used along with the Minimum Vertical Clearances Table to establish the relation of the grades at the intersection where minimum clearances control. For vertical clearance requirements see [https://epg.modot.org/index.php/751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances EPG 751.1.2.6 Vertical and Horizontal Clearance]. Refer to [https://epg.modot.org/index.php/131.1_Design_Exception_Process#131.1.7_Deficient_Vertical_Clearances_on_Interstates EPG 131.1.7 Deficient Vertical Clearances on Interstates] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
<br />
'''Existing Under-Route Profile''' - If the roadway under the proposed structure is existing, then the profile of the existing road shall be provided in the form of field shots every 10 ft. along the edges of shoulder, edges of pavement, and centerline of roadway for a distance of at least 100 ft. on either side of the structure. Cross sections may be provided in lieu of the profile sheet, see EPG 747.2.3.6.2 Additional Information for Grade Separations for details.<br />
<br />
Superstructure depth requirements are used along with the Minimum Vertical Clearances Table to establish the relation of the grades at the intersection where minimum clearances control. For vertical clearance requirements see [https://epg.modot.org/index.php/751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances EPG 751.1.2.6 Vertical and Horizontal Clearance]. Refer to [https://epg.modot.org/index.php/131.1_Design_Exception_Process#131.1.7_Deficient_Vertical_Clearances_on_Interstates EPG 131.1.7 Deficient Vertical Clearances on Interstates] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department. <br />
<br />
=====747.2.3.4.1.3 Additional Information for Railroad Crossings=====<br />
<br />
For information required for Three Line Profile Sheets, see [[#747.2.3.4.1 General Information for Three Line Profile Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]]. <br />
<br />
Information for Grade Separations in [[#747.2.3.4.4 Additional Information for Grade Separations|EPG 747.2.3.4.4]] shall be provided, when applicable, in addition to the following data: <br />
<br />
'''Over-Route Profile''' - All profile lines should show the rails under the structure along with any ditches and spill slopes. <br />
<br />
'''Rail Survey''' - Field shots of the rails shall be provided on 25 ft. increments extending for at least 500 ft. on either side of the structure. These field shots may be provided in the form of a rail profile sheet, cross sections of the rails or in tabular form. <br />
<br />
=====747.2.3.4.1.4 Additional Information for Bridge Widening=====<br />
<br />
Bridge Widening Profiles – For a bridge widening, in addition to the three line profile and contracted profile, field shots are taken every 10 ft. along the gutter lines and centerline of the structure and reported on a profile sheet with the station and elevation of each location labeled. <br />
<br />
=====747.2.3.4.1.5 Additional Information for Retaining Walls=====<br />
<br />
For information required for Three Line Profile Sheets, see [[#747.2.3.4.1 General Information for Three Line Profile Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]]. <br />
<br />
'''Location of Wall''' - When a retaining wall is to be used under a proposed bridge, a vertical line showing the proposed placement of the front face of the wall at the bridge centerline is to be shown on the profile. <br />
<br />
'''Ground Lines''' - The existing and proposed ground lines along the front face of the proposed wall are provided as a developed elevation profile.<br />
<br />
====747.2.3.4.2 Contracted Profile Sheet====<br />
<br />
A contracted profile provides a greater extent of the profiles on a single plan sheet, and is provided for stream crossing to capture the centerline and offset profiles for the full extent of the floodplain. <br />
<br />
'''Existing Profiles''' – See [https://epg.modot.org/index.php/238.3_Route_Surveying#238.3.36.1.3_Centerline_and_Offset_Profiles EPG 238.3.36.1.3 Centerline and Offset Profiles]. Three existing ground profiles are to be shown parallel to the roadway unless the Bridge Location Request provides additional guidance. One profile is taken at the centerline of the roadway and the other two beyond the outer extents of the proposed roadway fill on either side. For bridge replacements, the left and right profiles should be taken outside of any existing roadway fill, roadway ditches and/or drainage tributaries. For extents of profiles see [[#747.2.3.4.1.1 Additional Information for Stream Crossings|Additional Information for Stream Crossings]] and [[#747.2.3.4.1.2 Additional Information for Grade Separations|Grade Crossings]].<br />
<br />
'''Tentative Proposed Centerline Profile''' - The tentative proposed centerline profile is provided as a starting point for the bridge preliminary design. To provide the most economical project that meets vertical clearance or freeboard requirements, changes to the tentative proposed centerline profile may be necessary. Bridge Division will collaborate with the district to determine the final proposed centerline profile.<br />
<br />
Additional information for tentative proposed centerline profiles:<br />
:* To facilitate drainage of the bridge deck, an on grade or crest vertical curve profile is preferred.<br />
:* Superelevation transitions that extend onto the bridge deck should be avoided if possible.<br />
:* Truss bridge replacements usually require a substantial increase in the profile grade due to the shallow superstructure height of trusses.<br />
:* The tentative proposed centerline profile is provided to the same extents as the existing centerline profile or to the point where the two profiles merge.<br />
<br />
'''Profile Key''' - The profile key indicates the line style, color and descriptive label (e.g., Centerline, 40’ Left, etc.) for each of the profile lines. <br />
<br />
'''Scale''' - The preferred scale for the contracted profile is 1”=100’ horizontal and 1”=10’ vertical. The scale used is noted on the profile sheet; if multiple profiles are shown on the same sheet, a scale note is provided for each profile.<br />
<br />
'''Vertical Curve Data''' - The vertical profile grade line for the proposed and existing roadways are shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile. <br />
<br />
'''Grades''' - Provide grades to the limits of both the proposed and existing centerline profiles. <br />
<br />
'''Grid Labeling and Profile Alignment''' - Gridlines are labeled every 10 ft. in elevation and every 100 ft. in stationing. Profiles are aligned to the gridlines so that the station labels are provided at X+00 stations and the elevation labels are shown to the tenth place (e.g., 740).<br />
<br />
===747.2.3.5 Valley/Channel Section Sheets===<br />
<br />
'''General Information for all Valley/Channel Section Sheets'''<br />
<br />
The preparers of the Bridge Survey drawings and report are referred to [[238.3 Route Surveying#238.3.36.3 Stream Crossings|EPG 238.3.36.3 Stream Crossings]] for more supportive information and general requirements, and to [[238.3 Route Surveying#238.3.36.3.8 Valley Sections|EPG 238.3.36.3.8 Valley Sections]] and [[238.3 Route Surveying#238.3.36.3.9 Typical Channel Sections|EPG 238.3.36.3.9 Typical Channel Sections]] for detailed critical information regarding this information. The following items in particular should be identified in the Bridge Survey drawings that provide the surveyed valley and channel cross sections:<br />
<br />
'''Scale''' - The preferred scale for Valley Sections, Channel Sections and Streambed Profiles is 1” = 100’ Horizontal and 1” = 10’ Vertical. The scale used is noted on the section or profile sheet; if multiple sections or profiles are shown on the same sheet, a scale note is provided for each section/profile.<br />
<br />
'''Extreme High Water Elevation''' - The extreme high water elevation(s) as ascertained per [[238.3 Route Surveying#238.3.36.3.11 Extreme High Water Elevation|EPG 238.3.36.3.11 Extreme High Water Elevation]] should be shown on all valley sections if available from survey data, historic data or other sources. <br />
<br />
'''Distance Upstream or Downstream''' - The distance to each Valley or Channel section should be measured along the thalweg to provide an accurate distance from centerline of the proposed crossing. This distance is provided with the valley/channel section title.<br />
<br />
'''Grid Labeling and Orientation''' - Gridlines are labeled every 10 ft. in elevation and every 100 ft. in stationing. Sections are aligned to the gridlines so that the station labels are provided at X+00 stations and the elevation labels are shown to the tenth place (e.g., 740). Additionally, valley and typical channel sections should be plotted on the drawing so that it is viewed in the downstream direction, with the stationing starting at zero to the left.<br />
<br />
'''Section Labeling''' – Valley and channel sections should be labeled in sequential order starting with number one at the upstream end, and include the distance from the centerline of the crossing (e.g., Valley Section 1, 1150’ Upstream, Typical Channel Section 2, 320’ Downstream).<br />
<br />
'''Streambed Profile''' - The streambed profile is provided to the extents of the survey data. For details on stationing and profile length, see [[238.3 Route Surveying#238.3.36.3.6 Streambed Profiles|EPG 238.3.36.3.6 Streambed Profiles]]. <br />
<br />
'''Data Review''' – The elevation of the low point of the valley and typical channel sections should be compared to the corresponding location on the streambed profile. Large discrepancies in these elevations should be investigated and corrected prior to submission of the Bridge Survey.<br />
<br />
===747.2.3.6 Cross Section Sheet(s)===<br />
<br />
====747.2.3.6.1 General Information for all Cross Section Sheets ====<br />
<br />
Cross sections are required for railroad crossings and retaining walls, and may be provided as a substitute for profiles for existing under routes. <br />
<br />
'''Additional requirements for [[#747.2.3.6.2 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.6.3 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.6.4 Additional Information for Retaining Walls|Retaining Walls]] are available. '''<br />
<br />
'''Cross Section File''' - A GEOPAK cross section file(s) is provided whenever cross sections are required.<br />
<br />
'''Scale''' - The preferred scale of the cross sections is 1” = 10’ horizontal and vertical. The scale used is noted on the cross section sheet; if multiple sections are shown on the same sheet, a scale note is provided for each section.<br />
<br />
'''Legend''' - The legend of each cross section shall include the station at which the cross section is taken and a base elevation line.<br />
<br />
'''Cross Section Sheets File(s)''' - A cross section sheet(s) corresponding to the GEOPAK cross section file shall also be submitted. <br />
<br />
'''Ground lines''' - All cross sections are to include both existing and proposed ground lines.<br />
<br />
====747.2.3.6.2 Additional Information for Grade Separations====<br />
'''For information required for all Cross Section Sheets, see EPG 747.2.3.6.1 General Information for all Cross Section Sheets.'''<br />
<br />
'''Profile Sheet Substitution''' - In the place of an existing under route profile sheet ([[#747.2.3.4.4 Additional Information for Grade Separations|EPG 747.2.3.4.4 Additional Information for Grade Separations]]), a cross section file containing cross sections taken every 10 ft. for at least 100 ft. in both directions from the centerline of the structure may be submitted. The elevation of pavement centerline, pavement edges and shoulder edges shall be shown. <br />
<br />
'''Drainage Features''' - Drainage features shall be shown.<br />
<br />
====747.2.3.6.3 Additional Information for Railroad Crossings====<br />
'''For information required for all Cross Section Sheets, see EPG 747.2.3.6.1 General Information for all Cross Section Sheets.'''<br />
<br />
'''Information for Grade Crossings in EPG 747.2.3.6.2 shall be provided in addition to the following:'''<br />
<br />
'''Cross Sections''' - Three cross sections are taken perpendicular to the tracks. One cross section is taken just before the structure, one at the centerline intersection with the structure, and one just after the structure. These cross sections are required by the railroad company to provide the perspective of a train passing through the crossing. The railroad rail bed, rails, ditches and elevation of rails shall be shown. Cross sections shall extend at least 15 ft. on either side of the centerline of the exterior tracks. See [[231.8 Bridge Width|EPG 231.8 Bridge Width]] and [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances EPG 751.2.6 Vertical and Horizontal Clearances]. <br />
<br />
'''Rail Survey Profile Substitution''' - In lieu of the [[#747.2.3.4.5 Additional Information for Railroad Crossings|rail survey profiles]], cross-sections may be obtained at intervals not exceeding 25 ft. along the railroad and for a distance of at least 500 ft. in each direction from the centerline of the structure. Cross-sections are to include rails, rail elevations, railbed, railroad drainage features, ditches and existing and proposed ground lines.<br />
<br />
====747.2.3.6.4 Additional Information for Retaining Walls ====<br />
'''For information required for all Cross Section Sheets, see [[#747.2.3.6.1 General Information for all Cross Section Sheets|EPG 747.2.3.6.1 General Information for all Cross Section Sheets]].'''<br />
<br />
'''Cross Section Locations''' - Cross sections shall be taken at 10 ft. intervals perpendicular to the face of the wall starting approximately 25 ft. before the beginning of the wall and continuing for approximately 25 ft. beyond the end of the wall. The cross sections shall include wall location and the existing and proposed ground lines and roadway elements.<br />
<br />
==747.2.4 Aerial Imagery Overlay Procedure==<br />
<br />
===747.2.4.1 Purpose===<br />
<br />
This procedure is a quick and comprehensive design tool that can be made part of the Bridge Survey submittal package at the consensual agreement of those involved with incorporating and utilizing it on a project-by-project basis. Therefore, use of this procedure is not required but should be considered as subject to core team discussion prior to submittal of surveys to determine level of interest on the part of both the district Design divisions and Bridge Division. It is important that any imagery attached to a MicroStation file have the capability of being preferentially turned off at the discretion of the designer(s). <br />
<br />
This procedure can provide a more complete representation of the land use around a bridge that is not included in the typical survey information. It can also be used to generate a more accurate hydraulic model. As a time savings tool, the procedure and options provided can reduce guesswork and lengthy preliminary layout and design investigations while visually enhancing unusual terrestrial features combined with complex roadway geometry through the utilization of photogrammetric data. <br />
<br />
===747.2.4.2 Guidance===<br />
<br />
The economical design of a stream-crossing bridge that satisfies flooding design requirements relies on the extent of the information provided in the Bridge Survey Report drawings that identify the unique nature of the stream, the stream valley and the natural and manmade features that exist within the portion of that valley that is affected by potential flooding. <br />
<br />
As a result, an aerial view that shows details of ground cover, structures and public and private improvements for the entire extents of the plat sheet coverage is a very valuable tool that can accurately tie data used for the hydraulic design of the bridge to the specific locations of the physical features that exist in the field near the project. <br />
<br />
For situations where accurate and extensive topographic information upstream and downstream of the bridge (as described in [[#747.2.3.4.3 Additional Information for Stream Crossings|EPG 747.2.3.4.3 Additional Information for Stream Crossings]] and [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.2.2_Data_Collection EPG 750.3.2.2 Data Collection]) may not be readily available, an aerial view layer in the MicroStation Bridge Survey plan drawing that is of the same scale as the roadway drawing can be used to support design assumptions, and to better identify the best locations for additional survey data or field investigation, when needed. <br />
<br />
For any bridge project, the ability of the designer to use MicroStation’s measuring tools with combined aerial photography and roadway and bridge design geometry supports production of effective and economical design. <br />
<br />
Latest mapping should be used with filename and date recorded on/with the image for future reference and historical purposes, or at least noted in the correspondence.<br />
<br />
===747.2.4.3 Instructions for Importing Aerial Imagery into MicroStation===<br />
<br />
CADD Support Services has provided valuable information on many different procedures related to attaching imagery to a MicroStation file or converting MicroStation geometry to a format that can be viewed inside Google Earth. As technology improves, CADD Support Services will continue to update this information along with any other CADD related items on the CADD Services Support site and have the most up-to-date processes for our MoDOT users. [http://design.modot.mo.gov/CADD/training.html CADD Services training page – Power Geopak - Microstation for Design (see Chapter 16)] contains documentation and videos on the procedures to import aerial imagery into Microstation. <br />
<br />
'''Option 1, Using Web Map Server Imagery '''<br />
<br />
:Geographic Coordinate System & Google Earth Tools <br />
:Utilizing Web Map Server Imagery <br />
<br />
::CADD Support has provided links to available web map servers that contain aerial and quad imagery that can be utilized inside a MicroStation file. The web map server links are tied to a server with the Missouri Spatial Data Information Service (MSDIS). The aerial imagery is at 2 ft. pixel resolution. (Quality of aerial imagery depends on pixel resolution which may be different for different areas of the state. Availability of imagery is dependent upon MSDIS and some areas may not be available or updated yet.) Once the web map imagery has been attached, an image may be created from the web map imagery for the limits of the project. <br />
<br />
::To use this procedure correctly, a geographic coordinate system will need to be applied to the MicroStation file first so the imagery will lay in correctly with the MicroStation data. <br />
<br />
'''Option 2, Using Imagery and USGS Quads with MicroStation '''<br />
<br />
:Photogrammetry has provided for MoDOT users aerial and quad imagery that can imported into the MicroStation file. This imagery normally comes from the Missouri Spatial Data Information Service (MSDIS). The imagery will have a little better resolution (at 2 ft. pixel resolution) than the Web Map Server imagery. Keep in mind though that this is 2008 imagery vs. the 2012 imagery from the web map server. <br />
<br />
'''Option 3, MicroStation Geometry to Google Earth '''<br />
<br />
:Geographic Coordinate System & Google Earth Tools <br />
<br />
::MicroStation has the capability to convert the geometry inside the file into a file format (KML) that can be viewed inside Google Earth. Once the KML has been created, it can be viewed over Google Earth imagery. The KML file also has the ability to turn on/off levels and references files that were in the MicroStation file when the KML file was created. <br />
::As with Option 1, a geographic coordinate system will need to be applied to the MicroStation file first before this can be done correctly. <br />
<br />
::'''How To Videos '''<br />
<br />
::For Options 1 and 3, there are also some online videos on these procedures that may be helpful. <br />
:::Custom Geographic Coordinate System <br />
:::Exporting MicroStation Geometry to Google Earth (KML) <br />
:::Attaching Web Map Server and Creating Job Image<br />
<br />
==747.2.5 Other Miscellaneous Structures==<br />
<br />
Elevations and geometric data sufficient to develop plans for the proposed structure, including sign attachments and special footings such as for high mast tower lights, should be provided. Any subsurface investigation required will be coordinated by the Bridge Division. Right of way and/or permanent easement limits expected to affect the location or dimensions of the structure should be provided.<br />
<br />
'''Guidelines for the Design of Miscellaneous Foundations'''<br />
<br />
Examples of miscellaneous foundations, other than bridges, requiring geotechnical surveys and specific design are sign trusses, high mast lighting, etc. The district should submit the following information to the Bridge Division Bridge Survey Processor (Bridge Survey Processor@modot.mo.gov) when a foundation design is required. Providing this information as outlined below, and in a timely manner, will allow the Bridge Division to produce cost efficient designs and details for structural foundations. <br />
<br />
Foundation designs for tubular span supported highway signs will be designed as shown in the standard plans. Foundation designs for box trusses (i.e., aluminum, butterfly and cantilever, and structural steel) will be determined by the Bridge Division relative to cost-effectiveness. <br />
<br />
The Bridge Division personnel will be available to serve as a liaison between the district and involved functional units. <br />
<br />
'''Time Frame Required.''' The Bridge Division will need 22 weeks to design any miscellaneous structure foundations and it is essential that all required information be submitted no later than 22 weeks prior to the due date. Within this 22 week timeframe, the Soils and Geology Section will need 10-12 weeks to perform the following: <br />
<br />
:* Put the geotechnical survey into the drilling schedule. <br />
:* Allow time for inclement weather conditions. <br />
:* Drill and sample the foundation materials. <br />
:* Perform strength and classification tests on the soil and rock encountered in the drilling operations. <br />
:* Interpret the geotechnical data and report findings and recommendations for the foundation design. <br />
<br />
'''District Request.''' Unless a drilled shaft foundation is specifically requested by the district to be the only option considered, the Bridge Division will choose the most cost-efficient foundation (spread footing or drilled shaft foundation). [[:Category:130 Value Engineering|Value engineering]] proposals, after award of the project, for the foundation design will not be considered and will be stated as such in the Bridge special provisions. <br />
<br />
'''Layout.''' The district is to provide stationing and offsets for foundation locations to the Bridge Division so that the miscellaneous foundation layouts can be sent to the Construction and Materials Division with other structure layouts from the Bridge Division. This procedure allows for surveying, utility marking and dispatching of drilling equipment and personnel in the most efficient manner. <br />
<br />
'''Geotechnical Report to the Bridge Division.''' The Construction and Materials Division will provide geotechnical parameters for design of the foundations to the Bridge Division Bridge Survey Processor (Bridge Survey Processor@modot.mo.gov), with a copy to the district. <br />
<br />
'''Location and Sign Information Layout.''' The district will provide detailed information about each structure. The information typically shown on the data sheet and the cross section for each structure in a set of roadway plans is necessary for the proposed foundation design computations. The quantity for footing and pedestal concrete, normally shown on the [http://www.modot.org/business/standards_and_specs/d-sheets.htm D-32, D-33 and D-34] truss data sheets, is not required with this submittal.<br />
<br />
==747.2.6 Additional Information for Retaining Walls==<br />
<br />
===747.2.6.1 Cast-in-place Retaining Walls===<br />
<br />
When the use of retaining walls along the shoulder line of a roadway is required, either in cut or fill sections, the same type of wall through the entire structure length is preferable rather than incorporating an "L" type at each end when height permits. In fill sections, a concrete safety barrier curb shall be provided and shall be tied into a concrete shoulder as a roadway item. In cut sections, a type B concrete traffic barrier shall be provided as a roadway item and placed against the retaining wall at the shoulder line. Provisions shall be made to attach standard bridge anchor section (thrie beam) to eliminate point obstacles where retaining walls end in cut or fill sections.<br />
<br />
====747.2.6.1.1 “L” Type Retaining Walls====<br />
The "L" type takes its name from being shaped like the letter "L." The footing of the wall may be placed under the proposed fill or as part of a paved shoulder and may or may not have a concrete safety barrier curb for traffic safety. Walls greater than 5 ft. in height are to be identified by a bridge number, which can be acquired from the Structural Resource Manager in the Bridge Division.<br />
<br />
====747.2.6.1.2 “Cantilever” Type Retaining Walls====<br />
This is a conventional reinforced concrete type wall supported by a spread footing or pile footing. "Cantilever" type walls greater than 5 ft. in height are to be identified by a bridge number which can be acquired from the structural resource manager in the Bridge Division.<br />
<br />
===747.2.6.2 Mechanically Stabilized Earth (MSE) Wall Systems===<br />
<br />
'''Description.''' Mechanically stabilized earth wall systems consist of a reinforced soil mass placed behind facing units. Types of MSE walls include small block and large block (panel). Information concerning the types, appropriate uses and design of MSE walls can be found in [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. Contractors are responsible for performing the design of MSE walls. Only the wall systems shown in the [http://www.modot.org/business/standards_and_specs/bridgequalifiedprod.htm Bridge Pre-qualified Products listing] will be available for use by the contractor. <br />
<br />
'''When NOT to Use MSE Walls.''' You must have adequate room behind the wall for the reinforcing straps (need horizontal clearance behind the wall of approximately 0.7 times the height or more if seismic loading is considered). You also can NOT use MSE walls in locations where the underlying soil cannot support the weight of the fill and the wall (rare occurrence). This is determined by the District Geologist/Geotechnical Director.<br />
<br />
'''Plans Developed by the District'''<br />
<br />
Plans for MSE walls will be developed by the district unless they go under a bridge, in which case the Bridge Division will develop the plans. <br />
<br />
The following table provides an overview of MSE wall design procedure: <br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE" |Question !! style="background:#BEBEBE" |Answer <br />
|-<br />
|Exceptions|| The Bridge Division will still be responsible for producing the plans for any MSE walls that go under a bridge or act as wingwalls for a bridge. <br />
|-<br />
|Plans|| District will prepare plans for each wall. (See [http://www.modot.org/business/standard_drawings2/mse_wall_new_title_block.htm Bridge Standard Drawings – MSE Wall].) The latest notes can be found in [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]]. EPG 751.50 should be checked often to ensure you are using the most up-to-date notes. <br />
|-<br />
|MSE Wall Nos.|| District will assign each wall a number using the following system (Dx-000x). Each district will need to keep a log of the wall nos. used. This log should include the beginning station and job no. for each wall no. assigned. <br />
|-<br />
|Soundings/Borings|| District will submit the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form_LRFD.xlsx Request for Final Soundings of Structure] for each wall to the Geotechnical Director in Central Office. The District Geologist should be copied on this request. <br />
|-<br />
|Excavation and Fill<br/>Behind the Wall|| In Cut walls: The excavation behind the walls shall be included in the roadway excavation quantities and identified with the MSE wall. The quantity and cost of select granular backfill behind the walls is included with the MSE wall pay item.<br/><br/>In Fill walls: The quantity and cost of select granular backfill behind the walls is included with the MSE wall pay item. Retained fill beyond the granular select fill shall be included in the roadway excavation quantities.<br/><br/>For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].<br />
|-<br />
|Excavation and Fill<br/>Below the Wall||In Cut walls and In Fill walls: If required, the excavation and fill below the walls shall be included in the roadway excavation quantities and identified with the MSE wall. Excavation and fill requirements below the walls is given in the Foundation Investigation Geotechnical Report an identified as “ground improvement” (also referred to as “soil improvement”, “ground [or soil] mitigation”, “foundation replacement” or “foundation excavation”).<br/><br/>For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].<br />
|-<br />
|Seismic|| Show seismic performance category and acceleration coefficient on MSE wall plans. See [[751.9 LFD Seismic#751.9.1.3 Seismic Design Force Concepts|EPG 751.9.1.3 Seismic Design Force Concepts]] and [[751.9 LFD Seismic#751.9.1.4 Seismic Performance Category (SPC), Acceleration Coefficient (A)|EPG 751.9.1.4]] for this information or contact the Bridge Division. This is only required for the St. Louis District and Northeast District counties of Bollinger, Butler, Cape Girardeau, Carter, Dunklin, Iron, Jefferson, New Madrid, Madison, Mississippi, Pemiscot, Perry, Ripley, Scott, St. Francois, Ste. Genevieve, St. Louis, Stoddard and Wayne. Note: The minimum strap length used for estimating excavation quantities for Seismic (0.95H) is greater than Nonseismic (0.7H).<br />
|-<br />
|Special Provisions|| A special provision, [http://www.modot.org/business/consultant_resources/documents/703-BSP-04_Form_Liners.doc “Form Liners”], needs to be included as a Design Special Provision for MSE walls. Other information needed is in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 720] of the Standard Specifications. <br />
|-<br />
|Pay Items|| MSE walls typically only have one pay item: 720-10.00 Mechanically Stabilized Earth Wall Systems. This is bid per square foot and will now be a Roadway Item when the districts do the plans and a Bridge Item when the Bridge Division does the plans. Other pay items may include form liners, color stain, masonry protector and graffiti protector.<br />
|-<br />
|Shop Drawings|| Do NOT send to the Bridge Division. Shop drawings will be signed and sealed by a Missouri PE and the Resident Engineer will handle them like other shop drawings that aren't submitted to Central Office. <br />
|-<br />
|Engineering Policy Guidelines (EPG)|| The Bridge Division will continue to maintain [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls EPG 751.24 LFD Retaining Walls]. Districts have access to this on the internet.<br />
|-<br />
|Approved Systems|| The Bridge Division will continue to be responsible for reviewing and approving systems from manufacturers. <br />
|-<br />
|Historical Plans|| The MSE wall plans will be part of the roadway plans so they will be scanned and saved in the same manner. <br />
|-<br />
|Drainage||For longitudinal drain pipes use two-6” (min.) diameter perforated PVC or PE pipes ([https://epg.modot.org/index.php?title=Category:1013_Miscellaneous_Drainage_Material Sec 1013]) unless larger diameter pipes required by design which shall be the responsibility of the district Design division. Lateral drain pipes permitted by specification shall be sized by the district Design division. See [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2.1 Mechanically Stabilized Earth Walls (MSE)]].<br />
|-<br />
|Aesthetics||For large block walls only, form liners are required to produce all panels. Standard form liners are specified on the [http://www.modot.org/business/standard_drawings2/mse_wall_new_title_block.htm Bridge Standard Drawings - MSE Wall]. Concrete staining is another aesthetic treatment available for any type MSE wall. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
|-<br />
|Help|| Contact the Bridge Division. The Bridge Division contact person for any questions or concerns about MSE walls is Structural Resource Manager or Structural Development and Support Engineer. <br />
|}<br />
<br />
For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].<br />
<br />
The table below shows division responsibilities for preparing MSE wall plans, computing excavation class, quantities and locations, and drainage design.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE" |Responsibilities !! style="background:#BEBEBE" colspan="2"|MSE Wall Plans<br/>Preparer !! style="background:#BEBEBE" colspan="2"|Excavation Class,<br/>Quantities and<br/>Locations, Sec 203<br/>(behind wall)!! style="background:#BEBEBE" colspan="2"|Ground Improvement<br/>Excavation Class,<br/>Quantities and Locations,<br/>Sec 203<br/>(below wall)!! style="background:#BEBEBE" colspan="2"|Drainage Design:<br/>Top of Wall and<br/>Bottom of Wall<br />
|-<br />
!Division MSE<br/>Wall!!District<br/>Design!!Bridge<br/>Division!!District<br/>Design<sup>'''1'''</sup>!!Bridge<br/>Division!!District<br/>Design<sup>'''2'''</sup>!!Bridge<br/>Division<sup>'''3'''</sup>!!District<br/>Design<sup>'''4'''</sup>!!Bridge<br/>Division<br />
|-<br />
|align="center"|District Design Division|| align="center"|√||align="center"|---||align="center"|√||align="center"|--- ||align="center"|√||align="center"|---||align="center"|√||align="center"|---<br />
|-<br />
|align="center"|Bridge Division||align="center"|---||align="center"|√||align="center"|√||align="center"|---||align="center"|√||align="center"|Locations<br/>only||align="center"|√||align="center"|---<br />
|-<br />
|colspan="9"|'''1''' Class and Quantities shown on 2B sheets and identified with MSE wall and excavation locations along wall shown on roadway plans.<br />
|-<br />
|colspan="9"|'''2''' Class and Quantities shown on 2B sheets and identified with MSE wall and excavation locations along wall shown on MSE wall plans with associated allowable bearing pressure.<br />
|-<br />
|colspan="9"|'''3''' Locations along wall shown on MSE wall plans with associated allowable bearing pressure.<br />
|-<br />
|colspan="9"|'''4''' See [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2.1 Mechanically Stabilized Earth Walls (MSE)]].<br />
|}<br />
<br />
<br />
''Minimum Embedment'' - Minimum embedment is defined as the distance between the finished ground line and the top of the leveling pad. It is based on this table (FHWA Demo. #82): <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE" |Slope in Front of Wall !! style="background:#BEBEBE" |Minimum Embedment <br />
|-<br />
|align="center"|Horizontal ||align="center"| H/20 <br />
|-<br />
|align="center"|1V:3H ||align="center"| H/10 <br />
|-<br />
|align="center"|1V:2H ||align="center"| H/7 <br />
|}<br />
</center><br />
<br />
The absolute minimum embedment is 2 ft. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment necessary for global stability.<br />
<br />
=747.3 Bridge Rehabilitation and Widening=<br />
<br />
Bridge rehabilitation may include widening, redecking, superstructure replacement, repairs or other work necessary to restore an existing bridge to serviceable condition. When bridge rehabilitation of any type is proposed, consideration should be given to total structure rehabilitation. <br />
<br />
==747.3.1 Bridge Rehabilitation and Widening Submittals==<br />
<br />
===747.3.1.1 Bridge Rehabilitation Checklist===<br />
<br />
For each structure that is to be rehabilitated a [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]] is completed along with descriptions and photographs of deteriorated members. Seldom are existing elevations and dimensions the same as shown on original structure plans. Thorough descriptions with photographs will aid the Bridge Division in recommending repairs and in estimating repair costs. <br />
<br />
===747.3.1.2 Additional Information for Bridge Superstructure Widening===<br />
<br />
The following information is to be provided when the bridge superstructure is to be widened:<br />
<br />
'''Deck Elevations.''' Deck elevations at 10 ft. intervals at the centerline and gutterlines. The centerline elevations may be omitted if high traffic volumes are present and would represent a hazard to survey personnel. <br />
<br />
'''Beam Seat Elevations.''' Substructure bearing beam elevations at each end of each substructure unit. <br />
<br />
===747.3.1.3 Additional Information for Bridge Substructure Widening===<br />
<br />
In addition to the Rehabilitation Checklist a complete [[#747.2 Bridge Surveys|Bridge Survey]] will also need to be submitted.<br />
<br />
==747.3.2 Bridge Rehabilitation Submittal Process==<br />
<br />
Structural Rehabilitation Checklists and associated documents are submitted as described in [[#747.2.2.6 Bridge Survey Submittal Process|EPG 747.2.2.6 Bridge Survey Submittal Process]].<br />
<br />
==747.3.3 Bridge Rehabilitation Submittal Timeline==<br />
<br />
Submit Structural Rehabilitation Checklist(s) at least 10 months prior to the Plan Completion Date (PCD) to allow time for applicable tests and structural checks. If more than 10 checklists are submitted for one project, the Structural Rehabilitation Checklist should be submitted at least 12 months prior to the PCD. When the rehabilitation of a bridge includes widening of the substructure, the submittal timeline will be as described in [[#747.2.2.6.5 Bridge Survey Submittal Timeline|EPG 747.2.2.6.5, Bridge Survey Submittal Timeline]].<br />
<br />
=747.4 Additional Correspondence, Reports and Permits=<br />
<br />
==747.4.1 Bridge Memorandum==<br />
<br />
Upon receipt of the bridge survey or bridge rehabilitation checklist, the Bridge Division will review the data and make an in-depth analysis of the proposed crossing. The analysis may include hydraulic design of the waterway opening for stream crossings, geometric layout for grade separations, economic analysis of structure types and span lengths, and investigation of any special features evident from the data. If applicable a tentative bridge layout will be prepared. <br />
<br />
A bridge memorandum will be prepared covering the details of the proposed bridge or bridge repairs. <br />
<br />
The bridge memorandum is the instrument which coordinates bridge plan and roadway plan preparation. An electronic copy of the bridge memorandum is sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. The process for establishing the agreement on the Bridge Memorandum is shown in [[751.1 Preliminary Design#751.1.2.18.5 Bridge/District Agreement Process|EPG 751.1.2.18.5 Bridge/District Agreement Process]].<br />
<br />
==747.4.2 Layout for Soundings==<br />
<br />
The purpose of the soundings (borings) is to define subsurface conditions at the project site. This information will be used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties.<br />
<br />
Upon receipt of the Layout for Soundings, the district design personnel assists in coordinating the survey staking of the boring locations for the geotechnical section.<br />
<br />
==747.4.3 Design Layout Sheet==<br />
Once the signed bridge memorandum and final sounding report is submitted to the Bridge Division the Design Layout sheet is created. An electronic copy of the Design Layout sheet is sent to the district along with plan and profile sheets reflecting the proposed structure.<br />
<br />
The district will receive foundation details, quantities and a cost estimate from the Bridge Division to incorporate into the final project design.<br />
<br />
==747.4.4 Bridge Permits or Approvals by Other Agencies==<br />
<br />
'''Organized Drainage District.''' Written agreement documenting drainage district approval of the proposed structure layout is to be obtained by the district.<br />
<br />
'''Railroads.''' Written approval from the railroad of proposed structure layout and of the final design plans is obtained by the Multimodal Operations Division with the cooperation of the Bridge Division.<br />
<br />
'''U.S. Corps of Engineers [https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.2_Laws_and_Regulations Sec. 404 Permit].''' Application is initiated by the district, submitted to and further pursued by the Design Division with the cooperation of the Bridge Division.<br />
<br />
'''U.S. Coast Guard Bridge Permit.''' When required, application is prepared and submitted by the Bridge Division. <br />
<br />
'''Utility Relocations or Permits.''' Agreements are obtained by the district with cooperation, if necessary, of the Design Division and the Bridge Division.<br />
<br />
'''FHWA Bridge Approvals.''' When FHWA preliminary bridge layout approval or bridge plan approval is required, written approval is obtained by the Bridge Division. <br />
<br />
'''Flood Plain Development Permit.''' Bridge Division will prepare and submit the application to the State Emergency Management Agency. <br />
<br />
'''FHWA, Missouri State Historic Preservation Officer (SHPO), Advisory Council on Historic Preservation (ACHP).''' Disposition of historically significant bridges to be replaced must be determined. Preservation of the historic bridge in place (rehabilitated or for alternative uses such as pedestrian walkway) must be considered. <br />
<br />
Adverse effects to historically significant bridges from proposed rehabilitations also must be determined.<br />
<br />
Determining the historical significance and the disposition of such bridges will be coordinated by Design Division Historical Preservation Staff.<br />
<br />
The [[127.1 Request for Environmental Services|Request for Environmental Services (RES)]] should indicate existing bridges that will be affected by the project. Historical Preservation Staff will coordinate with the Transportation Project Manager to complete the evaluation.</div>Hoskirhttps://epg.modot.org/index.php?title=Category:134_Engineering_Professional_Services&diff=53615Category:134 Engineering Professional Services2024-03-26T18:28:31Z<p>Hoskir: /* 134.2.2.3 Solicitation and Selection Step 3 – Central Office Review of Solicitation Request */ updated per email from Michelle N.</p>
<hr />
<div>{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[Image:EPSG pic.jpg|right|400px]]<br />
|-<br />
|<br />
{| style="padding: 0.3em; text-align: left; margin-left:9px; border: 2px solid #cccccc; font-size: 95%; background:#f5f5f5" width="395px" align="right" <br />
|-<br />
|align="center"|'''Helpful Links for Engineering Policy'''<br />
|-<br />
|[http://www.modot.org/business/consultant_resources/BridgeSpecialProvisions.htm Bridge Special Provisions]<br />
|-<br />
|[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]<br />
|-<br />
|[https://www.modot.org/cadd-environment OpenRoads Designer and Microstation Drawing Standards]<br />
|-<br />
|[http://www.modot.org/business/consultant_resources/ProjectCostEstimation.htm Project Cost Estimation]<br />
|-<br />
|[[:Category:321 Geotechnical Engineering|EPG 321 Geotechnical Engineering]]<br />
|-<br />
|[https://gpsweb3.modot.mo.gov/ MoDOT GPS Reference Station Network]<br />
|-<br />
|[https://www.modot.org/sites/default/files/documents/design/lpa/lpabrochure04.17.13.pdf Engineering Consultant Services Brochure]<br />
|} <br />
|}<br />
<br />
<br />
==134.1 Introduction==<br />
<br />
In order to deliver projects, there may be occasions when additional engineering professional services and expertise are needed for a variety of reasons. EPG 134 Engineering Professional Services is a guide for soliciting, selecting and managing consultant contracts. Professional services are defined under the federal law, The Brooks Act, 40 USC 1102. Most consulting services used by MoDOT are included in the federal description of professional services, therefore MoDOT must follow the federal guidelines outlined in the Brooks Act for soliciting and selecting a consultant. All documentation related to the professional services procurement must be stored in eProjects under the “DE Consultant Document” content type.<br />
<br />
===134.1.1 Federal Law===<br />
The Brooks Act, [https://www.gpo.gov/fdsys/pkg/USCODE-2012-title40/html/USCODE-2012-title40-subtitleI-chap11.htm 40 USC 1101 – 1104], [https://www.law.cornell.edu/cfr/text/23/172.3 23 CFR 172.3] (Public Law 92-582, 1972) and regulation found in [https://www.law.cornell.edu/cfr/text/23/172.5 23CFR172.5] requires agencies to “promote open competition by advertising, ranking, selecting and negotiating contracts based on demonstrated competence and qualifications for the type of engineering and design services being procured, and at a fair and reasonable price.” <u>This requirement applies to all Federal-aid Highway Program projects where engineering or design-related services are procured to develop a construction project.</u> This is commonly referred to as Qualifications Based Selection or QBS, meaning a firm is chosen based on qualifications and not price.<br />
<br />
===134.1.2 State Law===<br />
Commonly referred to as the “Mini-Brooks Act”, the State of Missouri, in [https://revisor.mo.gov/main/OneChapter.aspx?chapter=8 sections 8.285 thru 8.291 RsMO], requires Qualification Based Selection (QBS) for all architectural, engineering and land surveying professional services and reflects the language contained in the federal legislation. <u>This requirement applies to ALL projects in Missouri regardless if it contains federal funds or not.</u> However, federal laws supersede state laws if federal funds are used on a project. <br />
<br />
===134.1.3 Consultant Qualification===<br />
{| style="padding: 0.3em; text-align: left; margin-left:9px; border: 2px solid #cccccc; font-size: 95%; background:#f5f5f5" width="375px" align="right" <br />
|-<br />
|align="center"|'''Forms and Figures'''<br />
|-<br />
|[[media:134.2.2 Jan 2020.docx|Fig. 134.2.2 Processing Standard Consultant Contracts Checklist]]<br />
|-<br />
|[[media:134.2.2.2 2019.docx|Fig. 134.2.2.2, Solicitation and Request Letter]]<br />
|-<br />
|[[media:134.2.2.5.1 May 2017.doc|Fig. 134.2.2.5.1, Consultant Rating Form]]<br />
|-<br />
|[https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.2.2.5.2.doc Fig. 134.2.2.5.2, Consultant Selection Rating Summary]<br />
|-<br />
|[[media:134.2.2.5.3 Oct 2021.docx|Fig. 134.2.2.5.3, Consultant Selection Approval Letter]]<br />
|-<br />
|[[media:134.2.2.5.4 2021.docx|Fig. 134.2.2.5.4, District/Division Approval of Short List]] <br />
|-<br />
|[https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.2.2.5.5.doc Fig. 134.2.2.5.5, Sample Criteria and Point Values for Rating Presentations/Interviews]<br />
|-<br />
|[[media:134.2.2.5.6 2016.docx|Fig. 134.2.2.5.6, Invitation to Present]]<br />
|-<br />
|[[media:134.2.2.5.7 2016.docx|Fig. 134.2.2.5.7, Sample Letter to Interview ]]<br />
|-<br />
|[[media:134.2.4 July 11 2017.doc|Fig. 134.2.4 Processing On-Call/MOU Consultant Contracts Checklist]] <br />
|-<br />
|[[media:134.3.1 2017.doc|Fig. 134.3.1, District Checklist for Reviewing Executed Consultant Contracts]]<br />
|-<br />
|[[media:134.3.2 2021.pdf|Fig. 134.3.2, MoDOT Allowable Profit Curve]]<br />
|-<br />
|[https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.3.6.1.1%20Common%20Unallowable%20Costs.pdf Fig. 134.3.6.1.1, Common Unallowable Costs]<br />
|-<br />
|[https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.3.6.1.2.pdf Fig. 134.3.6.1.2, Overhead Schedule Example ]<br />
|-<br />
|[[media:134.4.1 2022.docx|Fig. 134.4.1, PSC Approval to Execute Contract ]]<br />
|-<br />
|[[media:134.4.2 2016.docx|Fig. 134.4.2, Notice to Proceed (NTP) Letter ]] <br />
|-<br />
|[[media:134_5_1_1_2021.xlsx|Fig. 134.5.1.1, Blank Consultant Invoice ]]<br />
|-<br />
|[[media:134.5.1.2 July 31, 2012.docx|Fig. 134.5.1.2, MoDOT Consultant Invoice Checklist ]] <br />
|- <br />
|[[media:134.5.1.3 2020.xlsx|Fig. 134.5.1.3, Blank Consultant Invoice - Hourly Rate Contracts (only)]] <br />
|- <br />
|[[media:134.5.1.4.docx|Fig. 134.5.1.4, MoDOT Consultant Invoice Checklist - Hourly Rate Contracts (only)]] <br />
|-<br />
|[[media:134.5.1.5 Sept 2012.xlsx|Fig. 134.5.1.5, Example Invoice ]] <br />
|-<br />
|[[media:134.5.2 2017.docx|Fig. 134.5.2, PSC Approval to Execute Supplemental Agreement ]]<br />
|-<br />
|align="center"|'''Additional Information'''<br />
|-<br />
|[[237.14 Electronic Design Data Delivery (BIM Deliverables)#237.14.4 Specifications of Electronic Design Data for Consultants and MoDOT|EPG 237.14.4 Specifications of Electronic Design Data for Consultants and MoDOT]]<br />
|}<br />
All <u>prime consultants</u> must be prequalified to perform engineering services on any project. To become prequalified, consultant firms must submit the following: <br />
<br />
:1. Statement of Qualifications (SOQ) <br />
:2. Registered to conduct business in the State of Missouri (Certificate of Good Standing) and hold a Certificate of Authority with the Missouri Board for Architects, Professional Engineers, Professional Land Surveyors and Professional Landscape Architects. (Note: A Certificate of Authority is not required for sole proprietorships or partnerships. It is only required if the firm is incorporated or registered as a limited liability company. For sole proprietorships and/or partnerships, individual professional license certificates must be submitted in lieu of the Certificate of Authority. In addition, the Certificate of Authority is not required for firms that do work outside the jurisdiction of the Missouri Board for Architects, Professional Engineers, Professional Land Surveyors and Professional Landscape Architects.)<br />
:3. Current E-Verify MOU and E-Verify Affidavit <br />
::* E-Verify MOU – one-time submittal<br />
::* E-Verify Affidavit - yearly<br />
:4. Current Annual Financial Prequalification with MoDOT<br />
::* Step-by-step [https://www.modot.org/consultant-prequalification instruction for becoming prequalified] and a [https://www.modot.org/consultant-prequalification-list list of pre-qualified consultant firms] can be found on [https://www.modot.org/design-related-consultant-services MoDOT's Consultant Services webpage]. <br />
::* This annual financial prequalification is valid for one year.<br />
<div id="5. MoDOT Bridge Consultants Only (Not required for LPA Consultants)"></div> <br />
:5. <u>MoDOT Bridge Consultants Only (Not required for LPA Consultants)</u>): All bridge plans for MoDOT projects must be signed and sealed by a professional engineer from a prequalified firm for bridge design (with the firm’s logo shown in the title block of the bridge plans). For consultants who wish to become prequalified to perform bridge design, the consultant must submit a Bridge Experience Profile and a Personal Bridge Experience Record. These forms can be found on [https://www.modot.org/bridge-information MoDOT's Consultant Resources webpage] and must be updated every 3 years. In addition, the consultant must have a QA/QC plan on file with MoDOT which must be updated every 3 years. The prime consultant is not required to be prequalified for bridge design <u>unless</u> the scope of work performed by their firm includes bridge design. For more information, please contact MoDOT's Bridge Division. <br />
<br />
The prequalification process complies with AASHTO guidelines published in the [https://audit.transportation.org/wp-content/uploads/sites/14/2019/08/UAAG-3-FINAL.pdf ''Uniform Audit & Accounting Guide, 2012 Edition'']. This prequalification process ensures projects are in compliance with state and federal regulations. <br />
<br />
The prequalification is only required for prime consultants. Subconsultants are strongly encouraged to become prequalified in order to reduce repetitive paperwork for future projects. For more information on subconsultant requirements see [[#134.3.5 Subconsultants|EPG 134.3.5 Subconsultants]].<br />
<br />
For prequalification requirements for LPA consultants, see [[136.4 Consultant Selection and Consultant Contract Management|EPG 136.4.1.5 Consultant Qualification]].<br />
<div id="Non-Profit and Governmental Indirect Cost Rate Requirements"></div><br />
<br />
'''Non-Profit and Governmental Indirect Cost Rate Requirements'''<br />
<br />
In order to claim indirect costs for grant reimbursement, each such sub-recipient is required to annually submit a signed cost allocation plan for review and acceptance by MoDOT. The rate must be audited by an independent certified public accountant (CPA) firm with experience in preparing cost allocation plans for non-profit or governmental organizations in accordance with [http://www.ecfr.gov/cgi-bin/text-idx?tpl=/ecfrbrowse/Title02/2cfr200_main_02.tpl 2 Code of Federal Regulations (CFR) 200]. <br />
<br />
Compliance with 2 CFR 200 requires MoDOT to review the following documents: <br />
<br />
:1. Cost allocation plan<br />
:2. Organization chart<br />
:3. Employee time sheet sample showing allocation of direct and indirect labor hours<br />
:4. Audited schedules of indirect costs and fringe benefits<br />
:5. Audited, reviewed or compiled financial statements<br />
:6. Certification of indirect costs<br />
:7. Listing of grants/contracts with MoDOT<br />
<br />
===134.1.4 Conflict of Interest===<br />
A conflict of interest occurs when a consultant has a financial or personal interest in a project.<br />
<br />
MoDOT evaluates the following on a case-by-case basis<br />
:1. Whether or not a conflict of interest exists<br />
:2. Whether or not the conflict of interest can be avoided or neutralized <br />
:3. The appropriate steps to avoid or neutralize conflict of interest in evaluating the above, MoDOT uses the following in making such determinations.<br />
:* Section 105.452 RSMo 2000 and Section 105.454 RSMo. 2005 are general conflict of interest statutes applicable to all state officials and employees including MHTC members and MoDOT employees. These statutes prohibit actual conflicts of interest including, but not limited to:<br />
::* favorably acting or refraining from acting on any matter or using decision making authority to obtain financial gain (§105.452(1), (4) and (5) RSMo. 2000);<br />
::* disclosing and/or using confidential information obtained in his/her official capacity in any matter with the intent to result in financial gain (§105.452(2) and (3) RSMo. 2000);<br />
::* performing any service for an agency in which he/she is an officer or employee or has supervisory authority for payment in excess of $500 per transaction or [$1500] $5000 per year without competitive bidding (§105.454(1), (3) RSMo. 2005); and<br />
::* selling or leasing any property to an agency in which he/she is an officer or employee or has supervisory authority over for payment in excess of $500 per transaction or [$1500] $5000 per year without competitive bidding (§105.454(2), (3) RSMo. 2005). However, this provision does not apply to property that is condemned by the agency from its officer or employee (§105.466.3 RSMo. 2005).<br />
<br />
The Federal Highway Administration (FHWA) addresses Conflicts of Interest in relation to federally funded highway projects in general at 23 CFR §1.33. MoDOT adopts these rules for use on all federally funded contracts.<br />
<br />
===134.1.5 Suspension/Debarment===<br />
All consultants receiving individual awards and all subrecipients/subconsultants must certify that the organization and its principles are not suspended or debarred. MoDOT’s Professional Services Coordinator will check SAM.gov / Exclusions to identify any consultants who have become suspended or debarred and will remove said consultant from the pre-qualified consultant list. Any consultant who becomes suspended or debarred shall not perform work on any MoDOT or LPA project.<br />
<br />
===134.1.6 Frequently Asked Questions===<br />
A list of FAQs regarding consultant issues can be found on [http://www.fhwa.dot.gov/programadmin/172qa.cfm FHWA’s website].<br />
<br />
===134.1.7 Workforce Diversity===<br />
Diversity includes all the characteristics and experiences that define each individual. Diversity includes a wide range of individual characteristics such as age, religion, gender, race, ethnicity, disability and sexual orientation. Diversity can also include such things as communication style, work style, economic status and geographic origin. MoDOT supports and encourages diversity within the transportation industry. MoDOT’s desire is for the diversity of its consultants and contractors to reflect the diversity of the citizens of Missouri.<br />
<br />
MoDOT’s engineering consultant solicitations require the consultant to describe their company’s approach to promoting and developing a diverse workforce. This category within the solicitation is a pass/fail category. An example of promoting and developing diversity is being involved with local secondary and higher education facilities to educate individuals in the field of engineering. Developing a cooperative/training program targeting the wide range of individual characteristics as listed above would be another example how firms are embracing workforce diversity. Continual efforts of encouraging a wide range of diverse individuals to the field of engineering will in turn develop a more diverse workforce.<br />
<br />
Workforce diversity within the consulting firm as a whole can sometimes vary drastically from the diversity within the project team producing the work. Assembling diverse project teams is a way to support workforce diversity. Engineering consulting firms will be required to report on the '''project team’s''' diversity in the workforce diversity verification section of the template invoice, [[media:134_5_1_1_2021.xlsx|Fig. 134.5.1.1, Blank Consultant Invoice]]. See [[#134.5.1.1 Workforce Diversity Verification|EPG 134.5.1.1]] for workforce diversity reporting requirements.<br />
<br />
Workforce diversity differs from Disadvantaged Business Enterprise (DBE). DBE focuses on firms owned and operated by socially and economically disadvantaged individuals. For more information on DBE, visit [https://www.modot.org/welcome-external-civil-rights MoDOT’s External Civil Rights webpage].<br />
<br />
==134.2 Solicitation and Selection Process==<br />
When MoDOT needs consultant services, specific processes for soliciting and selecting a consultant must be followed. MoDOT must use the Qualifications Based Selection (QBS) for the procurement of engineering and design related services. This is mandated by both the federal and state law. See [[#134.1.1 Federal Law|EPG 134.1.1 Federal Law]] and [[#134.1.2 State Law|EPG 134.1.2 State Law]] for the applicable laws. If MoDOT does not follow the solicitation and selection process, federal funds could be jeopardized.<br />
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===134.2.1 Professional Services Committee (PSC)===<br />
The PSC ensures MoDOT follows state and federal laws for the use of professional services. The committee is composed of the Transportation Planning Director, State Design Engineer (chair) and the State Bridge Engineer. The committee may incorporate additional Division Directors/Engineers for contracts involving areas under their responsibility. <br />
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MoDOT is committed to getting the “best value for every dollar spent”. This is accomplished in the consultant selection by using the QBS process and selecting the most qualified consultant not the lowest bidder. The PSC ensures MoDOT follows the QBS process for all MoDOT consultant procurements with the exception of the Design-Build projects where the Design Build Project Director is responsible for ensuring QBS is followed.<br />
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PSC approval is required at the following stages: <br />
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:1. The PSC approves the district or division engineer’s request to solicit consultants to provide professional services for MoDOT. The PSC also approves the dollar amount of PE/CE budgeted for this professional services contract.<br />
:2. For standard contracts and supplemental agreements, the PSC approves the negotiated number of task-hours and the “not to exceed” amount of the contract concurrent with the execution of the contract. The division liaisons review and provide comments prior to the PSC approval. <br />
:3. For on-call contracts, the PSC approves district and division consultant selections for master agreements.<br />
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===134.2.2 Consultant Solicitation and Selection Process - Standard Solicitation Method===<br />
Outlined below is the step-by-step process for Standard Consultant Solicitation and Selection Method. The standard solicitation method is used for most MoDOT Consultant projects. This method gives all consultants equal consideration during the solicitation process. [[media:134.2.2 Jan 2020.docx|Fig. 134.2.2 Processing Standard Consultant Contracts Checklist]] has been developed to help project managers through the paperwork process of hiring a consultant using the standard method.<br />
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====134.2.2.1 Solicitation and Selection Step 1 – PE Funding====<br />
After the need to procure a consultant has been identified, the MoDOT Project Manager (PM) or Contract Administrator (CA) must first ensure that Preliminary Engineering (PE) funds are identified in [[121.3 The Statewide Transportation Improvement Program (STIP)|the approved STIP]] or STIP amendment for this project and if applicable, the TIP or appropriate MoDOT Budget. The PM/CA should work with their District Planning Manager if there is a need to revise the STIP and/or TIP to adjust the funding levels to match the project costs.<br />
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====134.2.2.2 Solicitation and Selection Step 2 – PM/CA to Submit Solicitation & Request Letter to PSC====<br />
The PM/CA will work with the core team members to develop a more detailed scope of services for the consultant contract. The PM/CA will also need to identify the following items prior to sending a request to solicit for a consultant services to the PSC:<br />
:'''1. Construction Project Information''' – Project Description<br />
:'''2. Construction Project Information''' – Fiscal Year for Construction Project Award<br />
:'''3. Construction Project Information''' – Estimated project construction amount<br />
:'''4. Scope of Services''' – Detailed description of anticipated consultant services. <br />
:'''5. Project Funding''' – Total consultant contract costs (not to exceed amount).<br />
:'''6. Project Funding''' – Total consultant contract costs broken down by fiscal year.<br />
:'''7. Project Funding''' – Anticipated budget to be used for consultant services.<br />
:'''8. Project Funding''' – State or federal funds for PE. All projects must be evaluated to determine if it will have federal assistance. Work with your Design Liaison Engineer to make this determination.<br />
:'''9. Project Funding''' – Amount of PE dollars in the STIP<br />
:'''10. Project Funding''' – Cost Share/Cost Participation Information or federal earmark (if applicable)<br />
:'''11. DBE Requirements''' –Once the scope of work is defined, the MoDOT PM/CA must obtain a DBE Goal by sending the appropriate project information to MoDOT External Civil Rights (ECR) for review at DBEConsultGoal@modot.mo.gov. The DBE goal shall be included in the PSC solicitation request letter and the solicitation itself. All consultant contracts <u>that utilize federal funds</u> must be reviewed by ECR, regardless of the dollar amount of the contract. <br />
:'''12.''' Will consultant selection process include interviews or presentation – can be determined by the PSC <br />
:'''13. Period of Service''' – for the consultant contract.<br />
:'''14. Selection Process''' – for procurement of consultant (ex: Standard Solicitation, Modified Solicitation etc.). See [[#Consultant Presentations and Interviews|Consultant Presentations and Interviews]], below, to determine if they are needed.<br />
:'''15. Selection/Procurement Schedule''' – Anticipated schedule for procurement.<br />
:'''16. Anticipated Incentive/Disincentive Provisions''' – for the consultant contract (if applicable) See [[#134.5.6 Incentive and Disincentive Program|EPG 134.5.6 Incentive and Disincentive Program]].<br />
:'''17.''' The PM/CA should identify any additional division director(s) (e.g., Bridge, State Highway Safety and Traffic, Right of Way, Environmental, Construction, etc.) who may need to review and sign the PSC letter.<br />
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All of the items listed above must be included in the [[media:134.2.2.2 2019.docx|Solicitation and Request Letter]] prepared by the PM/CA and sent to the Design Liaison and all needed divisions for review. Once all the reviews have been completed and all comments addressed, the letter is sent to the PSC via the email group CODEPSCReview with the names of all signers needed. The solicitation must not contain any information concerning task-hours, labor rates or cost information. If a maximum known dollar value is available to fund the professional services contract, the dollar value may be noted in the solicitation to avoid submission of letters by consultants unable to provide the services for the expenditure MoDOT has determined as reasonable for the projects. Cost information can only be considered '''''after''''' a consultant has been selected and a contract is being negotiated. The solicitation should contain ALL of the rating categories that will be used to rate the consultant. MoDOT must follow [https://revisor.mo.gov/main/OneSection.aspx?section=8.289&bid=150&hl= RsMO 8.289] when evaluating the consultant but additional criteria can be added as long as it is published in the solicitation. PM/CAs must indicate on the Solicitation and Request Letter if consultant services are being requested for planning studies for more than Asset Management improvements. More-than Asset Management planning studies must meet the following criteria:<br />
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:1. District has demonstrated that its asset management goals can be met over the next ten years, and<br />
:2. District has the financial ability to fund, or has written commitment from another entity to fund the construction of a significant portion, or more, of any improvement resulting from the study within ten years of the initiation of the study, and<br />
:3. The region has prioritized the study along with roadway and bridge improvements and is willing to fund the study with STIP right of way and construction funds or funding from others, or<br />
:4. The cost of the study is funded by another entity, with minimal MoDOT funding involvement for oversight and guidance.<br />
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The cost of more-than-TCOS planning studies will result in an adjustment to the district’s STIP right of way and construction funds, except for studies funded by other entities.<br />
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====134.2.2.3 Solicitation and Selection Step 3 – Central Office Review of Solicitation Request====<br />
After all district / division reviews are complete and comments addressed the [[media:134.2.2.2 2019.docx|Solicitation and Request Letter]] is emailed to the PSC at [mailto:CODEPSCreview CODEPSCreview] email group. The PSC members will review the request and sign for approval with the PSC chair making the final approval signature. Central Office will then post the solicitation/Request For Qualifications (RFQ) to the [http://www.modot.mo.gov/business/consultant_resources/consultant_home.htm MoDOT's Consultant Services Webpage]. An electronic notification of the RFQ is sent to Design Consultant Distribution List alerting interested parties of the opportunity.<br />
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Consultant solicitations will be posted to MoDOT’s webpage twice a month, according to the RFQ Calendar found on the [https://www.modot.org/modot-solicitations-rfq MoDOT Solicitations (RFQ) site].<br />
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====134.2.2.4 Solicitation and Selection Step 4 – Consultant Response to the Solicitation/RFQ====<br />
Interested firms who wish to respond to the RFQ can submit a letter of interest. Cost information shall not be provided from the consultant at this time in the solicitation process. Cost can only be considered '''''after''''' a consultant is selected and the contract is being negotiated.<br />
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====134.2.2.5 Solicitation and Selection Step 5 – Selection of Consultant====<br />
After the RFQ submittal deadline, MoDOT will evaluate the letters of interest or SOQ. The PM/CA verifies all firms are prequalified. [https://www.modot.org/consultant-prequalification-list MoDOT's Approved Consultant Prequalification List] contains the prequalification information on the firms. According to state law [https://revisor.mo.gov/main/OneSection.aspx?section=8.289&bid=150&hl= RsMO 8.291], MoDOT must list a minimum of three highly qualified firms and then select the firm best qualified to perform the work, based on the rating criteria outlined in the RFQ. See [[#Consultant Presentations and Interviews|Consultant Presentations and Interviews]] below for more information on presentations and interviews. When fewer than three responses are received, it is suggested the RFQ be re-advertised at least once. However, if the PM/CA suspects the readvertisement would not likely produce additional respondents, they should reach out to firms who received the solicitation but did not respond to attempt to gain information as to why the firm(s) did not respond; and if they would be likely to respond if the advertisement were extended or not. A written summary of the phone conversations should be kept in the project file and presented to the PSC for approval to move forward with less than 3 or to readvertise. If fewer than three responses are received again or if the decision is made by the PSC not to readvertise, then the PM/CA and District Design Liaison must consider whether there was some aspect of the RFQ that was overly restrictive or otherwise had an adverse impact on the completion of the project. If the decision is made to proceed without readvertisement, then the district should document the RFQ requirements were not restrictive, it was adequately publicized, and the one or two firms who responded are qualified to perform the tasks outlined for the project. The selection team will then rate all firms based on the criteria outlined in the RFQ. Past performance evaluations may be considered as part of the firm’s evaluation. '''Price quotations shall not be requested or used for consideration prior to selecting a firm.''' Price can only be determined AFTER the consultant is selected. <br />
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'''The Selection Team.''' The district and/or division forms a team to review the consultant responses and select a firm to provide the necessary services. In most cases, the team shall include at least three members, one of whom is from the Central Office (usually a Design, Construction or Structural Liaison Engineer). If a major component of the project is a specialty area supported only by Central Office staff, that division should be asked to participate as well. If the project is a project designated for federal involvement for any element related to Design or Construction Inspection, the Federal Highway Administration (FHWA) shall be offered the opportunity to participate as an observer. Should another entity (KDOT, IDOT, [https://www.modot.org/missouri-metropolitan-planning-organizations MPO], city, county, etc.) be funding part of the cost of the work that entity shall be offered the opportunity to participate as a member of the selection team. <br />
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'''Rating/Scoring the Consultants.''' Consultants MUST be rated based on the rating criteria that was published in the advertised solicitation. Adding or deleting any rating criteria after the solicitation expires is not allowed. If PM/CA wishes to have the option to shortlist respondents, the short-listing procedures and the weighted rating criteria used to short-list respondents must be included in the solicitation.<br />
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In order to short-list when presentations and interviews are not being conducted, a minimum of 10 respondents must be received, and the PM/CA shall have the ability to short-list down to a minimum of 3 qualified respondents. The rating criteria used to short-list shall include but is not limited to: The firms Pre-Qualification is current, Workforce Diversity, the firms listed experience as related to the advertised work, & the firms project team’s accessibility & availability. Shortlist scoring & a written summary of the shortlist selection shall be included in the eProject file, or wherever project files are retained, along with the eventual final scoring & selection of the most qualified firm.<br />
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If it's determined and noted in the solicitation request that the PM/CA will conduct interviews or presentations with the consultants, see [[#Consultant Presentations and Interviews|Consultant Presentations and Interviews]] below for more information on how to rate and score the consultants. If interviews and/or presentations will not take place, the selection team can begin rating the consultants. The [[media:134.2.2.5.1 May 2017.doc|Consultant Rating Form, Fig. 134.2.2.5.1]], shall be used to rate and select the most qualified firm.<br />
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Each member of the selection team will individually develop a numeric score to rate each firm using the categories listed in Fig. 134.2.2.5.1. The team will, as a group, compare these scores and discuss how they were determined. The team must reach consensus on the consultant to select. The team will create a rating summary as outlined in [https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.2.2.5.2.doc Fig. 134.2.2.5.2] clearly indicating which firm has been recommended for selection and documenting the selection process. The documentation must include written text on how the scores were determined. This documentation will be kept in the eProject file. Once the recommended selected firm is determined, send the Selection Approval letter ([[media:134.2.2.5.3 Oct 2021.docx|Fig. 134.2.2.5.3]]) for approval to the District Engineer/Division Engineer. With approval from the District Engineer/Division Engineer, the team can notify the selected firm. After contacting the firm, a copy of all documentation must be sent to Central Office via the email group CODEPSCReview including the signed Approval letter (Fig. 134.2.2.5.3) of the selected firm. The final, approved selected firm will be posted on [http://www.modot.mo.gov/business/consultant_resources/consultant_home.htm MoDOT's Consultant Services webpage]. <br />
<br />
=====Consultant Presentations and Interviews=====<br />
Most projects do not require interviews or presentations. The PM/CA will verify all respondents are current with their pre-qualification status and will verify the respondents workforce diversity statement as a pass/fail. The selection team may then select the most qualified firm by scoring the respondents and choosing the top ranked firm. Specific conditions that allow the selection to take place <u>without</u> interviews or presentations are as follows:<br />
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:* The scope and cost of the contract is considered to be minor or routine in nature. <br />
:* The district or division is very familiar with the qualifications and capabilities of all the short-listed firms from previous services or presentations and believes presentations or interviews will not increase knowledge of the short-listed firms. <br />
:* The need for an accelerated selection process due to the critical nature of the contract. <br />
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If interviews and/or presentations are required, the PM/CA will verify all respondents are current with their pre-qualification status, and will verify the respondents workforce diversity statement as a pass/fail. The selection team will then rate all the consultants based on the rating criteria published in the solicitation using [[media:134.2.2.5.1 May 2017.doc|Fig. 134.2.2.5.1]] and as outlined above under Rating/Scoring the Consultants. Then the selection team will select the top 3-5 highest scoring firms and place them on a short list for further evaluation during presentations and/or interviews. If the PM/CA wants to interview less than 3 firms, approval must be granted by the PSC. Once the recommended selected firms are determined, send [[media:134.2.2.5.4 2021.docx|District/Division Approval of Short List (Fig. 134.2.2.5.4)]] for approval to the District Engineer/Division Engineer. With approval from the District Engineer/Division Engineer, the team can notify the selected firms. After contacting the firms, a copy of all documentation must be sent to the Central Office via the email group CODEPSCReview including the District/Division Approval of Short List (Fig. 134.2.2.5.4) of the selected firms. The final, approved selected firms will be posted on MoDOT's Consultant Services webpage. See Consultant Presentations and Consultant Interviews, immediately below.<br />
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'''Consultant Presentations.''' Before the presentations, the selection team must determine the scoring criteria ([https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.2.2.5.5.doc Fig. 134.2.2.5.5]) to be used. These criteria can include many variables, but each element must be assigned a point value and expectations for assigning the maximum points should be developed. The PSC Chair is invited to attend the presentations. See the [[media:134.2.2.5.6 2016.docx|sample letter, Fig. 134.2.2.5.6]], inviting the consultant to present. <br />
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After each consultant presentation, the selection team moves to a private location to discuss the presentation. Each member of the selection team will individually develop a numeric score to rate each firm based on the pre-determined criteria and scoring process. Although use of the example is not required, the criteria and scoring process must be determined prior to the actual presentation. The selection team will, as a group, compare these scores and discuss how they were determined; the selection team must reach consensus on the selected consultant. <br />
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The selection team will create a rating summary [https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.2.2.5.2.doc rating summary (Fig. 134.2.2.5.2)] for all the short-listed firms, clearly indicating which firm is recommended for final selection and documenting the selection process in the eProject file. The rating summary is only one tool used in the selection. Although selection of the highest scoring firm is not required, if it is not selected the reasons must be documented. This documentation will be kept in the eProject file. The final approved selected firm will be posted at [http://www.modot.mo.gov/business/consultant_resources/consultant_home.htm MoDOT's Consultant Services webpage]. <br />
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'''Consultant Interviews.''' For a feasibility study, environmental assessment, environmental impact statement, major bridge design, major investment study, or at the PSC direction, the selection team should conduct interviews with the short-listed firms. This requires considerable preparatory work; however, the selection team can limit the number of consultant staff and specify particular individuals as well as the opening topics. (See [[media:134.2.2.5.7 2016.docx|Fig. 134.2.2.5.7 sample letter to interview]]). Before the interviews, the selection team must determine the interview questions along with a description of the correct type of answer. Depending on the complexity of the questions, 15 to 18 questions will fill the time allotted. Additionally, the scoring criteria must be pre-determined. These criteria can include many variables, but each element must be assigned a point value and expectations for allocating the maximum points should be developed. The PSC Chair is invited to attend the interviews. A sample format for an interview (with time guidelines) follows: <br />
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During the interview, each selection team member individually scores the consultant as each question is answered. After each interview, the selection team discusses the consultant responses and averages the scores from the entire team. After the final interview, the team will, as a group, compare these scores and discuss how the firms rank; the selection team must reach consensus on the consultant to select. The selection team will create a rating summary clearly indicating which firm is recommended for selection and documenting the selection process. The rating summary is only one tool used in the selection. Although selection of the highest scoring firm is not required, if it is not selected the reasons must be documented. This documentation will be kept in the eProject file. The team must receive approval from the District or Division Engineer before notifying the selected consultant or any other parties. The final, approved selected firm will be posted on [http://www.modot.mo.gov/business/consultant_resources/consultant_home.htm MoDOT's Consultant Services webpage].<br />
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===134.2.3 Consultant Solicitation and Selection Process – Noncompetitive===<br />
There may be occasions when the standard QBS solicitation process is not appropriate. Each occasion will be evaluated on a project by project basis. Projects for which competition is determined to be inadequate after solicitation, emergency work affecting public safety or highly specialized knowledge that would result in a single consultant responding to the RFQ are candidates for Noncompetitive Procurement (23 CFR 172.7(a)(3)). Examples of specialized work are; hazardous waste services, wetland mitigation, urgent bridge projects and historic preservation services. The PM/CA will work with their Design Liaison Engineer to determine if a PSC Noncompetitive Approval is appropriate and if so, will complete and submit the [[media:134.2.2.2 2019.docx|Solicitation and Request Letter (Fig. 134.2.2.2)]] to PSC via the email group CODEPSCReview for PSC review and approval. <br />
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The Noncompetitive Method may be appropriate for projects with any of the following conditions:<br />
<br />
:1. The critical nature of the work requires an accelerated selection process. The term “critical nature” refers to tasks required as a result of unanticipated events, legal actions or compliance with directives from regulatory agencies. However, the PSC Chair will consider these requests on a case by case basis.<br />
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:2. The scope of services requires highly specialized knowledge and expertise that limits the number of qualified firms. Examples are underwater bridge inspection, designs to address environmental mitigation, and cultural resource investigations.<br />
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:3. The work qualifies for the small purchase category. This category includes those contracts with a cost less than $25,000 and required services outside the work categories for an On-Call MOU contract.<br />
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===134.2.4 Consultant Solicitation and Selection Process – Standard Solicitation Method for On-Call Cost Plus Fixed Fee Contracts===<br />
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Every three years MoDOT requests interested firms to respond to a Master Agreement RFQ, which lists specific work categories in a specific district or Central Office Division. The selected consultant is approved to only provide professional services under a Memorandum of Understanding (MOU) for the district/division in their selected work category. Each respective district/division evaluates the letters of interest from responding consultants, completes the consultant selection process, following [https://revisor.mo.gov/main/OneSection.aspx?section=8.289&bid=150&hl= RsMO 8.291], and requests PSC approval of the selected consultants. Once the PSC approves the selections, the Design Division drafts and executes a Master Agreement with each approved consultant and also maintains a list of consultants approved to provide services under the Master Agreement per district and/or division. The current on-call consultant list is available at [https://www.modot.org/consultant-prequalification-list MoDOT's Consultant Prequalification Requirements]. The following lists the specific work categories approved for the 2020-2023 Master Agreements: <br />
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:'''District Work Categories'''<br />
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::1. Construction Materials Testing & Inspection<br />
::2. Roadway Design<br />
::3. Surveying<br />
<br />
:'''Division Work Categories'''<br />
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::1. Bridge Deck Surveys<br />
::2. Bridge Design<br />
::3. Disadvantaged Business Enterprise (DBE)<br />
::4. Environmental - Cultural Resources<br />
::5. Environmental - Endangered Species<br />
::6. Environmental - NEPA<br />
::7. Environmental - Noise Studies<br />
::8. General Services - Architectural/Interior Design<br />
::9. General Services - Civil/Structural<br />
::10. General Services - Mechanical/Electrical<br />
::11. Geotechnical Engineering Services<br />
::12. LiDAR & Photogrammetry<br />
::13. Pavement Friction Testing<br />
::14. Value Engineering<br />
<br />
:'''Statewide District Use Categories'''<br />
<br />
::1. Right of Way Acquisition & Relocation Services <br />
::2. SUE <br />
::3. Traffic Engineering <br />
::4. Traffic – Electrical Engineering <br />
::5. Traffic – ITS Management & Design <br />
::6. Traffic – Safety Data Analysis <br />
::7. Traffic – Structures <br />
::8. Utility Accommodation & Coordination <br />
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Deletions or additions to the on-call consultant list require the PSC Chair’s approval. Approval to use a consultant other than on the district’s or division’s approved list may be granted upon written request to the PSC. [https://www.modot.org/consultant-prequalification-list MoDOT's Consultant Prequalification Requirements webpage] contains the lists of approved on-call consultants.<br />
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Information on the financial prequalification process for consultants can be found on MoDOT's Consultant Prequalification Requirements webpage. Consulting firms must be financially prequalified for selection to the On-Call Consultant list and must maintain their prequalification throughout the three-year term of the Master Agreement. To execute an MOU with a consultant, the selected consultant must be pre-qualified and have current E-Verify on file.<br />
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To ensure on-call contracts are used as intended, the PSC has established several guidelines: <br />
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:1. All district MOUs must be approved by the Design Liaison Engineer prior to selection of an on-call consultant to ensure all other resources have been considered.<br />
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:2. The Master Agreement may be executed for a maximum period of three years, although the master agreement may include provisions for a one-year extension at the end of the three-year period. <br />
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:3. No single MOU will exceed a total cost of $200,000. Neither the district, nor Central Office, may, in any instance, execute multiple MOUs for a single job for services that exceeds a total of $200,000 in aggregate. MOUs within the $200,000 limit do not need prior PSC approval for execution and can be executed by the respective District Engineer or division engineer (up to $100,000) or a member of the Executive Committee (over $100,000). If an MOU is near the $200,000 limit, the Project Manager/Contract Administrator (PM/CA) shall contact their Design Liaison Engineer to determine if the project will follow the guidance of [[#134.2 Solicitation and Selection Process|EPG 134.2 Solicitation and Selection Process]]. <br />
<div id="Master Agreement Execution Process"></div><br />
<br />
<u>'''Master Agreement Execution Process'''</u><br />
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Outlined below is the process of executing the Master Agreement for On-Call Contracts.<br />
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:1. The RFQ is posted to the web and electronic notification is sent to interested parties listed on the Design Consultant distribution list.<br />
:2. The district/division rates and develops a list of selected consultants.<br />
:3. The PSC chair approves the selection of consultants for specific work categories in each district/division. <br />
:4. Only Approved Pre-Qualified Consultants are eligible for Master Agreement. The pre-qualification process also includes a review of the firm’s indirect cost rate. <br />
:5. Since the amount of future services to be performed under the agreement is unknown, the allowable fixed fee based upon direct labor cost is limited to 12 percent. <br />
:6. The Design Division develops a “Master Agreement” to be executed by the approved consultant(s). This agreement outlines the basic conditions of the contractual relationship and specifies the work category(ies). The Master Agreement is the foundation for a Memorandum of Understanding (MOU) that the district or division later executes with a consultant to address the need for a specific scope of services in a specific work category. When the agreement is created and saved in eAgreements, the system will auto-assign a new file name. This auto-assigned file name must be used as the agreement number, in the header, within the agreement itself. <br />
:7. Design Division drafts the Master Agreement in eAgreements and executes the Master Agreements [[media:134 Docusign.pdf|electronically through DocuSign]]. <br />
<br />
<div id="The district then follows the procedures below"></div><br />
<br />
The district or division then follows the procedures below for executing individual MOUs to obtain services as the need arises. <br />
<div id="MoDOT MOU Execution Process "></div><br />
<u>'''MoDOT MOU Execution Process'''</u><br />
<br />
[[media:134.2.4 July 11 2017.doc|Fig. 134.2.4 Processing On-Call/MOU Consultant Contracts Checklist]] has been created to guide project managers through the process of hiring an on-call consultant through close- out of the MOU. <br />
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Outlined below is the process of executing an MOU for On-Call Contracts. <br />
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:1. '''All MOUs will be federally funded, therefore, the Project Manager/Contract Administrator (PM/CA) must choose the federal MOU contract from the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site], unless approved by the PSC to use a state funded MOU contract (state funded MOU contracts may be used if the funding source is the District/Division budget).'''<br />
:2. All District MOU’s must be reviewed and approved by the assigned Design Liaison Engineer prior to selection of an on-call consultant to ensure all other resources have been considered.<br />
:3. PM/CA to choose the MOU contract from the eAgreements SharePoint site.<br />
:The federal MOU contract must be used for all MOU’s unless approved by the PSC to use a state funded MOU contract (state funded MOU contracts may be used if the funding source is the District/Division budget). When the agreement is created and saved in eAgreements, the system will auto-assign a new file name. This auto-assigned file name must be used as the agreement number, in the header, within the agreement itself.<br />
:4. Development of Scope of Services and DBE Requirements – Once the scope of work is defined, the MoDOT PM/CA must obtain a DBE Goal by sending the appropriate project information (including scope, county, estimated construction cost, and potential subcontracting opportunities) using the [https://epg.modot.org/forms/general_files/ECR/Estimated_Breakdown_Of_Work_for_DBE_Goal_for_MoDOT_Consultant_Engineering_Contracts.xlsx Estimated Breakdown of Work Spreadsheet] to MoDOT External Civil Rights (ECR) for review at DBEConsultGoal@modot.mo.gov. Once the DBE goal has been established by ECR, it shall be included in the MOU. All consultant contracts <u>that utilize federal funds</u> must be reviewed by ECR, regardless of the dollar amount of the contract. If the prime consultant or any sub-consultants are DBE firms, the DBE section must be filled out. If the prime or subs are not DBE firms, the DBE section can be left blank. <br />
:5. The PM/CA will review the on-call consultant list and choose a consultant based on the scope of services that has been developed and DBE goal established. The on-call consultant list is found on the [https://www.modot.org/consultant-prequalification-list MoDOT Website – Consultant Services – Consultant Prequalification Requirements]. <br />
<br />
:'''Note: Only firms that are prequalified with MoDOT financially can be chosen from the on-call consultant list. Firms must update their information yearly in order to stay current on their prequalification. MoDOT’s consultant prequalification list can be found on the [https://www.modot.org/consultant-prequalification-list MoDOT Website – Consultant Services – Consultant Prequalification Requirements]. '''<br />
<br />
:6. Consultant agreements are to be sent to the assigned Design Liaison Engineer for “Review by Staff” in eAgreements. <br />
<div id="7. DBE Concurrence must be obtained"></div><br />
:7. DBE Concurrence must be obtained from External Civil Rights prior to sending a federally funded MOU to the consultant for execution. The PM/CA will send External Civil Rights (email group '''DBEConcurrence''') as a “Reviewer”, along with the assigned Liaison Engineer, when processing the agreement for “Review by Staff” in eAgreements. ECR will respond to the email notification if any additional DBE information is needed - including, but not limited to, specific DBE details, such as name of DBE firm, DBE Goal, dollar amount of DBE participation, Exhibits such as Scope of Services, Fee Estimate, etc. <br />
:8. After receiving the DBE Concurrence from External Civil Rights, the PM/CA will send the MOU to the consultant for execution. Agreements may be executed by wet signatures or [[media:134 Docusign.pdf|electronic signatures in DocuSign]]. Electronic signatures are encouraged to expedite the execution process.<br />
:9. The respective District Engineer, division engineer or Executive Committee member will execute the MOU as described in MHTC Policy "Delegation of Authority for Approval and Execution of Documents". <br />
:10. If using electronic signatures, copies of the fully executed agreement will be distributed to the recipients entered into DocuSign (see below for the Central Office Divisions that must receive a copy of the fully executed agreement).<br />
<br />
:If using wet signatures, the PM/CA is responsible for uploading a copy of the fully executed MOU in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements], sending the consultant a copy of the fully executed agreement, and sending a link to the fully executed agreement to the appropriate Central Office Divisions. (See Item 9, below, for the Central Office Divisions that must receive a copy of the fully executed agreement.) <br />
<br />
:11. The PM/CA must email an electronic link to the fully executed agreement to the following Central Office Divisions: <br />
::* Financial Services Division (email group '''Obligate''' with message '''“Obligate - please obligate funds for the fully executed agreement”''' and provide any specific funding details here, as applicable).<br />
::* Design Division (email group '''CODEPSCReview''' with message '''“CODEPSCReview - fully executed agreement for your records”'''). <br />
<br />
:'''Note:''' If federal funds are used, the PM/CA must wait for email notifications from the following Central Office Divisions before issuing NTP to the consultant:<br />
::* Financial Services indicating the obligation of funds is complete. <br />
::* External Civil Rights (ECR) indicating concurrence in DBE participation.<br />
<br />
:12. The PM/CA will send the [[media:134.4.2 2016.docx|NTP letter (Fig 134.4.2)]] to the consultant AFTER:<br />
::* Receiving DBE concurrence from External Civil Rights <br />
::* Execution of the contract <br />
::* Obligation of federal funds by Financial Services.<br />
<br />
==134.3 Consultant Contract Negotiation==<br />
Tasks, hours and price are negotiated after a consultant is selected and notified. During this process, price can be considered. Firms must be listed on the Approved Annual Financial Pre-Qualification List in order to provide professional services to MoDOT. '''Additional scope beyond what was advertised in the RFQ cannot be negotiated into the contract.''' <br />
<br />
The selected firm will use the provisional overhead rate that was accepted by MoDOT during the firm’s prequalification process with MoDOT. If the firm elects to voluntarily reduce their overhead rate, the following language must be incorporated into the contract: <br />
<br />
:“The Company has voluntarily reduced its overhead rate to ___%. This rate will be used on all billings. Upon completion of these services outlined under this Agreement the final payment for these items will be based on accounting records of the Consultant incurred during the period of the Agreement. MoDOT reserves the right to require the actual audited overhead rates be used if those rates are less than the voluntarily reduced rate noted previously.”<br />
<br />
===134.3.1 Engineering Services Contract (ESC)===<br />
Contract negotiation should follow the schedule provided in the solicitation. Consult Chief Council’s Office CCO early in the negotiation phase for any proposed changes in the boilerplate agreement language. Modifications to the standard agreement language may be considered only where no other compromise can be reached to successfully negotiate the agreement, and '''must be approved “as to form” by CCO.''' If the PM/CA works with their Regional Counsel to approve the revisions to the boilerplate agreement, that Regional Counsel will need to approve the partially executed contract “as to form”. In general, no changes are allowed to the ESC.<br />
<br />
The standard engineering services contracts (ESCs) can be found in the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. ESCs must follow the eAgreements process for drafting, reviewing and executing, as defined in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]] and the [http://sp/sites/eagreements/TrainingDocuments/Forms/AllItems.aspx eAgreements Training Manual]. In addition, the appropriate approvals must be obtained through the Professional Services Committee (PSC) process. When the agreement is created and saved in eAgreements, the system will auto-assign a new file name. This auto-assigned file name must be used as the agreement number, in the header, within the agreement itself.<br />
<br />
The MoDOT unit responsible for the contract, either the district or the division, provides the consultant with an electronic PDF copy of the tentative contract. The tentative scope of services (including [[237.14 Electronic Design Data Delivery (BIM Deliverables)#237.14.4 Specifications of Electronic Design Data for Consultants and MoDOT|Specifications of Electronic Design Data for Consultants and MoDOT]]) may be provided in a non-PDF electronic format. The PM/CA is responsible for completing the Consultant Contracts. Contract language must be approved by CCO input prior to execution of the contract. <br />
<br />
After reviewing the tentative contract and scope of services, the consultant prepares a proposal containing a detailed estimate of cost that includes task-hours, basic pay rates, pre-qualification accepted overhead rates, direct costs and fixed fee. Each of these items is reviewed by MoDOT to ensure it is reasonable with respect to the type of work involved and anticipated size of the contract. PM/CAs are responsible for the quality and content of professional services agreements. [[media:134.3.1 2017.doc|Fig. 134.3.1, District Checklist for Reviewing Consultant Contracts]] is a tool provided for PM/CAs to utilize while reviewing contracts.<br />
<br />
Prior to receiving & negotiating the Scope and Fee from the selected firm, the PM/CA shall develop an Independent Cost Estimate (ICE) in compliance with 23 code of Federal Regulations (CFR) Part 172.7(a)(1)(v)(B) to serve as the basis for the negotiation of the contract. <br />
<br />
After the PM/CA and consultant agree to the terms of the agreement, the PM/CA converts the Word document to a pdf file in eAgreements. The pdf file should include the Scope of Services and Exhibits. <br />
<br />
====134.3.1.1 Liability Insurance====<br />
The MoDOT Standard Consultant Contract language includes provisions for the amount of liability insurance that the consultant must provide to cover claims that may result from errors, omissions, or negligent acts of the consultant. Insurance Certificate of Liability must meet [http://insurance.mo.gov/industry/sovimmunity.php Missouri’s Sovereign Immunity Limits]. In rare instances, the PM/CA may request an Acceptance of MHTC Liability to reduce the insurance requirements on the consultants. This process must obtain PSC approval and follow the procedures outlined in the Acceptance of MHTC Liability, available through the CCO, depending on the nature and complexity of the services. <br />
<br />
A copy of the certificate of liability insurance for the prime consultant is to be requested by the PM/CA and kept in the project files with the executed contract. It is the responsibility of the consultant to meet the insurance requirements of the contract. Receipt of the consultant’s certificate of insurance liability does not imply approval of the amounts. <br />
<br />
====134.3.1.2 Payment Bond====<br />
State statute requires that in the event that any subconsultants are used to supply at least twenty five thousand dollars ($25,000) worth of materials and/or labor not within the scope of environmental assessment services or licensed professional services as defined by [https://revisor.mo.gov/main/OneChapter.aspx?chapter=327 Chapter 327, RSMo], the consultant shall require any such subconsultants to provide laborers and materialmen with adequate bond security. <br />
<br />
The payment bond value shall equal the amount of the total subcontracted non-engineering services and applicable direct costs. If there is uncertainty about whether an item of work is considered as non-engineering or as an applicable direct cost, it should be included in the amount covered by the payment bond. Fully document all decisions regarding contracted services not included in the payment bond amount and retain in the project file until the contract has been closed and audited for final payments. A copy of the payment bond is to be requested by the project manager and kept in the district project files with the executed contract. <br />
<br />
For more information on the payment bond language, refer to [[153.9 Design|DE01 Consultant Services Master Agreement (All_Fees)]].<br />
<br />
===134.3.2 Fixed Fee Review===<br />
The fixed fee is the profit to the consultant. It is based on the scope, complexity of the project, contract duration, risk to the consultant, amount of sub consultant management, and professional nature of the services as well as the size and type of contract. Fixed fees are calculated based upon direct salary cost. Direct salary cost includes direct labor, overhead on direct labor, plus general and administrative overhead. It does not include travel expenses, printing, miscellaneous expenses or sub consultant costs. The Facilities Capital Cost of Money Rate (FCCM) shall not be included in the fixed fee calculation. The percentage of the fixed fee to the direct salary cost must not exceed the maximum allowable profit curve shown in [[media:134.3.2 2021.pdf| Fig. 134.3.2 MoDOT Allowable Profit Curve]]. For standard solicitation contracts, the maximum allowable profit is capped at 15 percent, even if calculated to be higher. For consultant contracts that potentially include multiple future phases, the fixed fee will be based on the estimated total direct salary cost for the current phase plus all future phases. For MOU contracts, the maximum allowable profit is 12 percent as agreed to in the Consultant Services Master Agreement, DE01. The maximum subconsultant fixed fee for MOUs is also capped at 12 percent.<br />
<br />
Fixed fees shall not be calculated on direct expenses. Sub consultants are a direct expense to the prime consultant. Therefore, sub consultant expenses are not included in the fixed fee calculations for the prime consultant. It should be noted the “fixed fee” is a fixed dollar amount and will be paid in full at the conclusion of the contract, even if the consultant does not use all the hours in the contract. Therefore, care should be taken to not overestimate man-hours.<br />
<br />
===134.3.3 Task-Hours Review===<br />
In order to establish a measure of “Fair & Reasonable” a pre-negotiation estimate is required by federal regulations in 2 CFR 200.324. The MoDOT PM/CA shall develop an estimate based on the task-hours that MoDOT would require to perform the same service. The consultant task-hour estimate is reviewed and compared to the MoDOT estimate. The consultant’s fee proposal submittal must include detailed hours and cost breakdowns by sub-task and by job title. For any subtask on the scope, it should be known how many different people, how many hours per person, any direct expenses, etc. for the prime and any subs. Negotiations should occur to assure that task-hours in the contract are comparable to the MoDOT estimated hours and those from similar projects. PMs should confer with the appropriate Central Office liaison for concurrence with the review.<br />
<br />
===134.3.4 Basis of Payment===<br />
The majority of Design Consultant Engineering Services Contracts are actual cost contracts. This means that all costs submitted for payment must be based on actual wages, overhead. Federal regulations ([https://www.acquisition.gov/far/part-16#FAR_16_102 FAR Part 16.102]) prohibit the use of cost plus a percentage of cost or percentage of construction costs as a method of compensation. The following methods may be used as the basis of payment in a contract:<br />
<br />
:* Actual Cost Plus Fixed Fee (majority of contracts)<br />
:* Specific rates of pay (for emergency situations only)<br />
:* Lump Sum (prior approval required).<br />
<br />
Each Subcontractor or subconsultant must be identified in the contract. Subcontractor expenses should also be calculated based upon actual costs. Prompt payment of subconsultants is required per [https://www.acquisition.gov/far/part-32#FAR_Subpart_32_9 FAR Subpart 32.9].<br />
<br />
Per [[#134.3.5.1 Subconsultant Cost Exceeding $25,000|EPG 134.3.5.1]], if the consultant is using a subconsultant with a cost exceeding $25,000, then the subconsultant shall include a detailed estimate of cost and a detailed overhead rate schedule (cost plus fixed fee breakdown).<br />
<br />
Per [[#134.3.5.2 Subconsultant Cost NOT Exceeding $25,000|EPG 134.3.5.2]], if the consultant is using a subconsultant with a cost that DOES NOT exceed $25,000 then a letter quote from the subconsultant can be submitted with the engineering service contract.<br />
<br />
Retainage is not allowed as a routine part of the contract i.e. blanket retainage is prohibited. Payment may be withheld on any particular work item that has not been completed in accordance with the contract. This can include work incidental to the work item, and required documentation directly related to the work.<br />
<br />
Direct costs must be estimated using current Privately Owned Vehicle (POV) mileage reimbursement rates and per diem rates for Missouri. These rates can be found on the following web pages. <br />
<br />
Mileage, subsistence and lodging must follow federal travel regulation guidelines. <br />
:* [http://www.gsa.gov/portal/content/100715 Current POV Mileage Reimbursable Rates]<br />
:* [https://www.gsa.gov/travel/plan-book/per-diem-rates/per-diem-rates-results?action=perdiems_report&fiscal_year=2024&state=MO&city=&zip= Current Per Diem Rates for Missouri]<br />
<br />
===134.3.5 Subconsultants===<br />
The use of subconsultants is allowed provided that each firm is identified in the engineering services contract. DBE firms should be listed under Disadvantaged Business Enterprise (DBE) Requirements, and other subconsultants should be listed in Subconsultants. The use of 2<sup>nd</sup> and 3<sup>rd</sup> Tier subconsultants is not allowed, that is, only the prime consultant can have subconsultants, the subconsultants cannot have subconsultants. Subconsultants do not have to be prequalified but it is strongly encouraged especially if the subconsultants routinely performs work >$25,000. <br />
<br />
====134.3.5.1 Subconsultant Cost Exceeding $25,000====<br />
If the consultant is using a subconsultant with a cost exceeding $25,000, then the subconsultant shall include a detailed estimate of cost and a detailed overhead rate schedule (cost plus fixed fee breakdown). [https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.3.6.1.1%20Common%20Unallowable%20Costs.pdf Fig. 134.3.6.1.1] lists common unallowable costs. If the subconsultant is prequalified, the overhead rate listed must be the current overhead rate accepted by MoDOT through the annual financial prequalification process. In this case, a detailed overhead rate schedule would not be required.<br />
<br />
If the subconsultant is not pre-qualified with MoDOT then the firm shall also include their [[media:134.3.5.1 Form.pdf|Consultant Certification of Indirect Cost Form]]. Each subconsultant in this category must show its overhead in the required format. [https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.3.6.1.2.pdf Fig. 134.3.6.1.2] provides an example Overhead Schedule. The detailed overhead rate schedule should be reviewed for possible unallowable costs per [https://www.acquisition.gov/far/part-31 FAR Part 31.2], [https://epg.modot.org/forms/DE%202017%20Forms/LPA/134.3.6.1.1%20Common%20Unallowable%20Costs.pdf Fig. 134.3.6.1.1] lists common unallowable costs. The prime consultant is responsible for ensuring that all subconsultants comply with state and federal regulations, such as E-Verify, and are registered to do business in Missouri.<br />
<br />
====134.3.5.2 Subconsultant Cost NOT Exceeding $25,000====<br />
If the consultant is using a subconsultant with a cost that DOES NOT exceed $25,000 then a letter quote from the subconsultant can be submitted with the engineering service contract. The letter should quote the subconsultant’s cost shown in Exhibit III of the consultant contract. It is preferred however, that the subconsultants have cost plus fixed fee break down. If the subconsultant is not pre-qualified with MoDOT, the firm shall also include their [[media:134.3.5.1 Form.pdf|Consultant Certification of Indirect Cost Form]]. The prime consultant is responsible for ensuring that all subconsultants comply with state and federal regulations, such as E-Verify, and are registered to do business in Missouri.<br />
<br />
===134.3.6 Ceasing Negotiation===<br />
If the district/division cannot negotiate a reasonable price with the consultant selected, they can formally cease negotiations with a formal written letter and begin negotiations with the next most qualified firm. After the district/division has ceased negotiations with the selected firm and have started negotiations with the next most qualified firm, they cannot go back to the first firm and start another round of negotiations; this is looked upon as price shopping and is unallowable. See the [http://www.fhwa.dot.gov/programadmin/consultant.cfm FHWA Consultant Services webpage] for more information. If a contract cannot be negotiated with the second consultant, MoDOT may choose to negotiate with the third most qualified consultant. At any time, all proposals may be rejected and MoDOT can re-advertise the project with a revised scope.<br />
<br />
===134.3.7 Negotiation Documentation===<br />
All correspondence with the consultant during the course of the negotiations shall be documented and included in the eProject file for the consultant contract, including all email correspondence. Document in writing all verbal communication and personal visits with the consultant regarding the contract negotiations and include in the eProject file. These records shall be maintained for a period of three years after the final voucher is submitted in FMIS by Financial Services. If any litigation, claim, negotiation, audit or other action involving the records is started before the expiration of the three-year period, the records are retained until completion of the action and resolution of all issues arising from it or until the end of the three-year period, whichever is later.<br />
<br />
===134.3.8 Contract Assurances===<br />
Prior to executing a contract with a consultant, MoDOT will assure the following: <br />
<br />
:1. The consultant has been apprised of all applicable technical work requirements and administrative controls, including those of the FHWA and any other agencies that may have jurisdictions over the project. <br />
:2. After selection, the firm was provided all pertinent information relative to the desired engineering services or other professional services requested. The tentative contract set out the scope of the services in sufficient detail to provide the consultant with a definite knowledge of the services and results expected. The consultant was instructed to submit a proposal that indicated clearly identifiable, sufficiently detailed, and easily auditable charges for the work and/or units of work. These proposed charges (rates and man-hours) were reviewed for acceptability before negotiations proceeded. <br />
:3. Contracts include a requirement for a three-year retention of records after the final voucher is submitted in FMIS by Financial Services. On actual cost contracts, the consultant was informed that records must be open for inspection by authorized government personnel.<br />
<br />
==134.4 Contract Approval, Execution and Distribution==<br />
Once the district and the division agree to the man-hours, salary rates, overhead rates, direct costs, and fixed fee, the information is submitted to the PSC for review and approval, via the email group CODEPSCReview. See [[media:134.4.1 2022.docx|Fig. 134.4.1]]. The submittal letter to the PSC documents that the above procedures have been followed and the requirements of Brooks Act, [http://www.fhwa.dot.gov/programadmin/23cfr172.cfm 23 CFR 172] and [https://revisor.mo.gov/main/OneChapter.aspx?chapter=8&lhn=y RSMO Section 8] have been satisfied. When approved by the PSC, the standard contract language, the scope of services and the consultant’s cost proposal are made part of a formal agreement for execution. <br />
<br />
Consultant agreements are to be sent to the assigned Liaison Engineers for “Review by Staff” in eAgreements. <br />
<div id="DBE Concurrence must be obtained from External"></div> <br />
DBE Concurrence must be obtained from External Civil Rights prior to sending a federally funded agreement to the consultant for execution. The PM/CA will include External Civil Rights (email group '''DBEConcurrence''') as a “Reviewer”, along with the assigned Liaison Engineers, when processing the agreement for “Review by Staff” in eAgreements. External Civil Rights will respond to the email notification if any additional DBE information is needed - including, but not limited to, specific DBE details, such as name of DBE firm, DBE Goal, dollar amount of DBE participation, Exhibits such as Scope of Services, Fee Estimate, etc. <br />
<br />
After receiving the DBE Concurrence from External Civil Rights, the contract may be executed. MHTC authorization to execute the contract may be obtained in one of following ways: <br />
<br />
:1. Projects in the Statewide Transportation Improvement Program (STIP) <br />
:The Commission’s approval of the STIP includes delegation of authority to execute professional services contracts for projects contained in the STIP. The execution of agreements is done either by electronic or wet signature. Instructions are included in the eAgreements Training Manual and summarized below. <br />
<br />
:2. Projects Not Included in the STIP <br />
:To obtain authorization to execute contracts for projects that are not included in the approved STIP and have a contract ceiling exceeding $25,000, the contracts must be presented to the MHTC at a regularly scheduled monthly meeting. The appropriate division places these contracts on the Commission agenda for the next meeting. The District Engineer or division engineer should be prepared to discuss this item at the Commission meeting in case questions arise. After obtaining authorization to execute the contract from the Commission, the contract administrator then proceeds with the execution process. <br />
<br />
<u>Execution and Distribution of the Professional Services Contract</u><br />
<br />
The Professional Services Contract shall be executed [[media:134 Docusign.pdf|electronically in DocuSign]]:<br />
<br />
:* Electronic Signatures – Signing agreements electronically in DocuSign will expedite the execution process. The PM/CA must add all recipients in the DocuSign site that need to sign and/or receive an electronic copy (see below) of the fully executed agreement. <br />
<br />
The PM/CA must send an electronic copy of the fully executed agreement to various Central Office Divisions. For electronically executed agreements, this is done by cc:/ in DocuSign. The following are the Central Office Divisions that must be notified:<br />
<br />
:* Financial Services Division (email group '''Obligate''' with message '''“Obligate - please obligate funds for the fully executed agreement and please advise when we can give a NTP”''' and provide any specific funding details here, as applicable).<br />
:* Design Division (email group '''CODEPSCReview''' with message '''“CODEPSCReview - fully executed agreement for your records”'''). <br />
<br />
'''Note:''' If federal funds are used, the PM/CA must wait for email notifications from the following Central Office Divisions before issuing Notice to Proceed the consultant:<br />
:* Financial Services indicating the obligation of funds is complete<br />
:* External Civil Rights (ECR) indicating concurrence in DBE participation.<br />
<br />
If federal funds were used to finance the contract, Financial Services submits a copy of the executed contract to the FHWA Finance Section for approval. Federal funds will not be paid for charges to the contract prior to FHWA approval. Any supplemental agreements are also submitted to the FHWA after execution. <br />
<br />
<u>Notice to Proceed Letter</u><br />
<br />
The PM/CA is responsible for sending a [[media:134.4.2 2016.docx|Notice to Proceed (NTP) Letter (Fig. 134.4.2)]] to the consultant. The NTP cannot be sent prior to:<br />
<br />
:* Receiving DBE concurrence from External Civil Rights. <br />
:* Execution of the contract.<br />
<br />
==134.5 Consultant Contract Administration==<br />
A MoDOT employee will be assigned as the PM/CA for each contract, including contracts in which the services are for project management of a construction project or for contract administration. MoDOT's PM/CA is responsible for administering the contract and overseeing the consultant’s progress towards the provision of services required by the contract. Some of these responsibilities are: <br />
<br />
:1. Scheduling and attending progress meetings with the consultant and being involved in decisions leading to change orders or supplemental agreements. <br />
:2. Being familiar with the qualifications and responsibilities of the consultant’s staff. <br />
:3. Assuring that costs billed are consistent with the acceptability and performance of the consultant’s work. <br />
:4. Monitoring the consultant’s operations, as necessary, and adequately documenting contract performance (prior to final settlement of the contract) for later use. <br />
:5. Conducting interim technical and audit evaluations as deemed necessary during the performance of the consultant contract. <br />
:6. Completing performance evaluations in the Design Consultant Database at major milestones and at the completion of the contract. An evaluation is to be completed at least annually. <br />
:7. Notifying the Design Division, Financial Services and AI when a project is complete and finalized. The PM/CA should make arrangements with the Resident Engineer to be notified when construction is complete. <br />
<br />
===134.5.1 Invoicing===<br />
The consultant files a monthly invoice and progress report to the PM/CA. The [[media:134_5_1_1_2021.xlsx|invoice template found in Fig. 134.5.1.1]] must be used for all consultant contracts. Prime consultant invoices '''must''' use Fig. 134.5.1.1. Sub-consultants who have a contract with the prime that is greater than $25,000 must either use Fig. 134.5.1.1 or provide all the information that is listed in this figure to be considered acceptable. Each invoice must be submitted with the necessary supporting documentation and must be numbered in sequential order and label the final invoice as FINAL. The invoice shall be based on the total incurred cost during the invoice period. Invoices should identify each task in the scope of work, as well as the employees and hours spent on each task during the billing period. Direct costs must also be shown by task. The [[media:134.5.1.2 July 31, 2012.docx|MoDOT Consultant Invoice Checklist (Fig 134.5.1.2)]] can be used as tools to ensure all proper documentation is in place for each invoice in order for the invoice to be accepted and paid. [[media:134.5.1.5 Sept 2012.xlsx|Fig. 134.5.1.5]] is available as an example of a filled-out invoice.<br />
<br />
The PM/CA should make every effort to see that the consultant is paid in a timely manner, the goal being 30 days. Missouri law states that the consultant is entitled to interest if the invoice is not paid in 45 days. The 45-day period starts when all questions about the invoice have been addressed and agreed to by both parties. <br />
<div id="The PM/CA uploads a copy"></div><br />
The PM/CA uploads a copy of the invoice to Financial Services' [https://modotgov.sharepoint.com/sites/fs_contractual Contractual Payments Library] following the [[media:Contractual_Library_Instructions-2022.pdf|step-by-step instructions]], which includes the PM/CA indicating the invoice as having been reviewed, thus approving it for payment. [[media:134.2.2 Jan 2020.docx|Fig. 134.2.2]] and [[media:134.2.4 July 11 2017.doc|Fig. 134.2.4]] are checklists to help PM/CAs with the paperwork process for Standard and On-call contracts, including invoicing.<br />
<br />
The following metadata fields are required: <br />
:* Name (J#, invoice#, Consultant abbrev.)<br />
:* Job No. (include the J)<br />
:* Financial No. (if known)<br />
:* Agreement No. (eAgreements)<br />
:* Payee/Vendor<br />
:* Invoice Date<br />
:* Invoice Number<br />
:* Invoice Amount<br />
:* Final Invoice (if applicable)<br />
:* District/Division/Office<br />
:* Reviewed and Approved (checkbox)<br />
:* Reviewed and Approved By<br />
:* Activity Code<br />
:* Link to eAgreements (first invoice only)<br />
:* Payment Status (default to New Entry)<br />
:* Comment (if necessary).<br />
<br />
The following are the most frequently used activity codes:<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Activity'''||width="15"| ||'''Description'''<br />
|-<br />
|align="center"|R351|| ||Conceptual Plans<br />
|-<br />
|align="center"|R352|| ||Surveying/Mapping<br />
|-<br />
|align="center"|R354|| ||Preliminary Plans<br />
|-<br />
|align="center"|R356|| ||Final Design Plans<br />
|-<br />
|align="center"|R358|| ||Final Construction Plans<br />
|-<br />
|align="center"|R35A|| ||Support – Build New Hwys & Bridges<br />
|}<br />
<br />
If the contract encompasses more than one job number, or if there are separate invoices, each invoice will need to be uploaded separately and the partnering jobs listed in the comment section of the metadata. When the last invoice is submitted for payment, the final invoice checkbox should be checked. This notifies Financial Services that the contract is complete. (See [[#134.5.3 Consultant Contract Close-Out|EPG 134.5.3 Consultant Contract Close-Out]]).<br />
<br />
If the consultant project/agreement has more than 4 jobs associated with it, the PM/CA will continue to submit the Consultant invoices to Financial Services electronically by utilizing the Contractual Payments system.<br />
<br />
Design-Build (contractor) invoices and non-contractual invoices will continue to be submitted electronically by email to Financial Services at '''Contractual.Payments@modot.mo.gov.''' However the design-build consultant invoices should be submitted using the Contractual Payments Library.<br />
<br />
If errors are found on the consultant invoice, the PM/CA should contact the consultant and request a corrected invoice. The PM/CA should never change an invoice. The invoice should be sent back to the consultant for corrects and '''they must re-date the invoice''' and re-submit to MoDOT. If the consultant makes an error and requests more reimbursement than allowed by the contract, the PM/CA may submit the invoice and authorize payment of an amount less than the invoice requests. The reasons for paying an amount different than the invoice requests must be clearly documented in the cover letter. <br />
<br />
If the period of service in the contract has lapsed, a letter to extend the period of service signed by both MoDOT and the consultant must be completed prior to paying any invoices. For hourly-rate contracts the period of service is defined in the MOU not the Master Agreement.<br />
<div id="Consultant invoices for projects"></div><br />
Consultant invoices for projects administered by the [https://modotgov.sharepoint.com/sites/br Bridge Division] should be submitted electronically by the consultant directly to '''BRInvoiceAdmin@modot.mo.gov''' and the Structural Liaison Engineer assigned to the project should be copied on the email.<br />
<br />
Electronic payments to a consultant may be set up by submitting an “Electronic Funds Transfer” form. Information is available at [https://missouribuys.mo.gov/ MissouriBUYS].<br />
<br />
====134.5.1.1 Workforce Diversity Verification====<br />
The workforce diversity verification section of the template invoice ([[media:134_5_1_1_2021.xlsx|Fig. 134.5.1.1, Blank Consultant Invoice ]]) must be filled out. The verification summary should contain the '''project team’s''' diversity, not the company wide diversity. For reporting purposes, females and minorities are the only diversity categories that must be reported in the verification summary. The following groups are considered to be minorities: Black, Hispanic, Asian, American Indian, Native Hawaiian or Pacific Islander. The report is based on the hours worked by minorities and women during each invoicing period.<br />
<br />
===134.5.2 Supplemental Agreements===<br />
Supplemental agreements are used to add/delete work within the scope of services that was advertised in the RFQ. Supplemental agreements cannot be used to increase the scope of work outside the solicitation/RFQ or to increase overhead or fixed fee. For example, a no cost supplemental agreement can be executed to extend the period of service as outlined in the original consultant contract.<br />
<br />
Each supplemental agreement must include new subconsultants, and modifications to the scope of services, new cost estimates and schedule or period of service adjustments as applicable.<br />
<br />
Costs associated with these modifications to the scope of services may be covered by the unit costs included in the original contract or by a newly negotiated cost in the supplemental agreement. Direct costs and overhead costs for the services contained in the supplemental agreement should reflect the costs that will be in effect during the performance of the service. <br />
<div id="Once it is determined that the scope of services"></div><br />
<br />
Once it is determined that the scope of services needs modification, the PM/CA follows the same negotiation process for the supplemental agreement that is followed for new contracts through submission to the PSC, via the email group CODEPSCReview. Any modifications to the scope of services, whether it results in a change in cost or not, must be included in an approved supplemental agreement. If a DBE goal was established in the original contract it will continue to apply. The agreement must be executed prior to the consultant receiving authorization to proceed with the modified scope of services. Supplemental Agreements for extension of time, with no additional cost, are not required to be submitted through the PSC. The district or division director has the delegation of authority to sign the Supplemental Agreement if the total contract is below $100,000. If the combined original contract cost and the supplemental agreement cost are above $100,000, then a member of the Executive Committees must sign the supplemental agreement. The executed copy of the Supplemental Agreement must be submitted through CODEPSCReview. <br />
<br />
When a supplemental agreement is necessary, additional funds to cover the added costs in the contract must be identified from the appropriate budget category and be approved as a necessary expenditure. <br />
<br />
Supplemental agreements shall be sent to the assigned Liaison Engineers for “Review by Staff” in eAgreements. <br />
<div id="DBE Concurrence must be obtained from External Civil"></div><br />
DBE Concurrence must be obtained from External Civil Rights prior to sending a federally funded agreement to the consultant for execution. The PM/CA will include External Civil Rights (email group '''DBEConcurrence''') as a “Reviewer”, along with the assigned Liaison Engineers, when processing the agreement for “Review by Staff” in eAgreements. External Civil Rights will respond to the email notification if any additional DBE information is needed - including, but not limited to, specific DBE details, such as name of DBE firm, DBE Goal, dollar amount of DBE participation, Exhibits such as Scope of Services, Fee Estimate, etc. <br />
<br />
After receiving the DBE Concurrence from External Civil Rights, the contract may be executed. The contract information is submitted to the PSC via the email group CODEPSCReview using [[media:134.5.2_2023.docx|PSC Approval to Execute Supplemental Agreement, <br />
Fig. 134.5.2]]. After PSC approval, the PM/CA will execute the supplemental agreement. The supplemental agreement is executed [[media:134 Docusign.pdf|electronically in DocuSign]]:<br />
<br />
:* Electronic Signatures – Signing agreements electronically in DocuSign will expedite the execution process. The PM/CA must add all recipients in the DocuSign site that need to sign and/or receive an electronic copy (see below) of the fully executed supplemental agreement. <br />
<br />
The PM/CA must send an electronic copy of the fully executed supplemental agreement to various Central Office Divisions. For electronically executed agreements, this is done by cc:/ in DocuSign. The following are the Central Office Divisions that must be notified:<br />
<br />
:* Financial Services Division (email group '''Obligate''' with message '''“Obligate - please obligate funds for the fully executed agreement”''' and provide any specific funding details here, as applicable).<br />
:* Design Division (email group '''CODEPSCReview''' with message '''“CODEPSCReview - fully executed agreement for your records”'''). <br />
<br />
'''Note:''' If federal funds are used, the PM/CA must wait for email notifications from the following Central Office Divisions before issuing Notice to Proceed to the consultant:<br />
:* Financial Services indicating the obligation of funds is complete<br />
:* External Civil Rights (ECR) indicating concurrence in DBE participation<br />
<br />
If federal funds were used to finance the contract, Financial Services submits a copy of the executed contract to the FHWA Finance Section for approval. Federal funds will not be paid for charges to the contract prior to FHWA approval. Any supplemental agreements are also submitted to the FHWA after execution.<br />
<br />
<u>Notice to Proceed Letter </u><br />
<br />
The PM/CA is responsible for sending a [[media:134.4.2 2016.docx|Notice to Proceed (NTP) Letter (Fig. 134.4.2)]] to the consultant. The NTP cannot be sent prior to: <br />
:* Receiving DBE concurrence from External Civil Rights. <br />
:* Execution of the contract <br />
:* Obligation of federal funds by Financial Services.<br />
<br />
===134.5.3 Consultant Contract Close-Out===<br />
To close out a consultant contract the PM/CA must notify Design, External Civil Rights and Financial Services that the last invoice is the FINAL invoice and no further payments will be processed. The PM/CA must change the Agreement Status to “Completed” in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements] to initiate the retention schedule of the document and to accurately track open/closed contracts. See [[#134.5.1 Invoicing|EPG 134.5.1 Invoicing]] for information on invoicing and the appropriate email addresses to send the FINAL invoices. Contracts include a requirement for a three-year retention of records after the final voucher is submitted in FMIS by Financial Services.<br />
<br />
'''Final Audit.''' MoDOT conducts a final audit to determine total allowable contract costs, unless the contract is on a firm, fixed-price basis. Allowable cost principles are identified based on the experience of MoDOT personnel in administering past contracts and in accordance with applicable requirements of 2 CFR 200.400, Federal Acquisition Regulation (FAR), and [http://www.fhwa.dot.gov/programadmin/23cfr172.cfm 23 CFR 172, Administration of Engineering and Design Related Service Contracts]. <br />
<br />
The PM/CA is responsible for notifying Design when the contract is substantially complete. The final audit may be conducted any time after the project is let; the consultant contract need not be completed for the final audit to be conducted. <br />
<br />
Should MoDOT agree prior to contract execution that it is necessary for a consultant to purchase special equipment, materials, or property to accomplish the required services, MoDOT will establish a before and after value and will receive an appropriate credit for any residual values. This credit is passed on to FHWA.<br />
<br />
===134.5.4 Consultant Performance Appraisals===<br />
The MoDOT PM/CA must perform an [http://netprod3/DesignConsultant/Questionnaire Online Evaluation] of the consultant’s performance under any engineering services contract with MoDOT at each project milestone and at a minimum, on an annual basis during the term of the consultant’s services provided by the contract. Input for the evaluation should be requested from other divisions that may have project experience with the company, such as the Environmental section, or Construction Division. MoDOT’s PM/CA also completes a final comprehensive evaluation of the consultant’s performance within 30 days after contract completion. The evaluation is included in the project file. MoDOT personnel complete another evaluation of the consultant’s performance within 30 days of completion of the construction phase of the project. The evaluation must contain written comments on how the evaluation was determined. All evaluation comments must be factual and not based upon personal opinion, i.e. all comments must be able to be backed up by actual facts.<br />
<br />
Upon completing any evaluation, furnish a copy to the consultant prior to meeting with the district or division project manager to discuss the evaluation. These evaluations are included in MoDOT’s Design Consultant Database and are used during consideration of the consultant for future work assignments. The PM/CA is defined as the project manager, or other person who is responsible for reviewing and approving the consultant’s invoices.<br />
<br />
===134.5.5 Restitution for Errors and Omissions===<br />
At times, errors or omissions in the project design or in the information provided for the project may become evident during a project’s bidding or construction phases. When this occurs, the causes surrounding the errors or omissions are investigated to determine a final resolution, which may require financial restitution. A face-to-face meeting between the DE and the consultant will take place to discuss the situation. <br />
<br />
The procedure for investigating errors or omissions is: <br />
<br />
:1. Contractor/RE initializes a change order with the reason code – CD ([https://epg.modot.mo.gov/files/b/b4/Recovery_of_Cost_Due_to_Consultant_Design_Error.doc Consultant Design Error]). The RE and PM from Construction and Design review the change order and develop recommendation for action and assessment of both direct and indirect costs. <br />
<br />
:2. The District Construction and Material Engineer and the District Engineer review and provide comments. <br />
<br />
:3. The District Engineer reviews and makes final district recommendations. Form is forwarded to the Construction Division. <br />
<br />
:4. The Construction Division Liaison Engineer, the Design Division Liaison Engineer and CCO jointly make the final decision regarding pursuit of reimbursement. The district is informed of the decision. <br />
<br />
:5. If the decision is to pursue recovery of costs, then CCO drafts a “Letter of Notice” for the District Engineer’s signature. <br />
<br />
:6. The District Engineer sends the Letter of Notice to the Financial Services Division – Accounts Receivable Section (FS A/R) requesting an invoice be created. A copy is to be sent to the Design Division. <br />
<br />
:7. Upon receipt of DE’s Letter of Notice to the design consultant, Financial Services Division will create an invoice for the claim and submit it directly to the design consultant with the Letter of Notice. The revenue source code of 1814-05 “Design Consultant Claims” will be used to track reimbursement by design consultants. <br />
<br />
:8. If the consultant does not respond by the “respond by date” in the Letter of Notice, then the Design Liaison Engineer presents the background information to senior management, who decides whether to begin legal proceedings to pursue reimbursement of costs. If legal proceedings are pursued, the Design Liaison Engineer notifies Financial Services Division – Accounts Receivable. <br />
<br />
Should formal dispute resolution as detailed in [[#134.6 Dispute Resolution|EPG 134.6 Dispute Resolution]] be initiated during the above procedure, the following steps will ensure MoDOT receives payment: <br />
<br />
:1. The PM/CA, with the help of CCO, prepares and provides the FS Director with a letter from the State Design Engineer to the consultant indicating the Dispute Resolution Committee’s (DRC) decision and the dollar amount of restitution. <br />
<br />
:2. The FS Director prepares an invoice for the restitution payment and sends it to the consultant with the letter from the State Design Engineer. A copy of the letter and invoice is provided to the Design Division and the district. These documents indicate the payment is made to Department of Revenue – Credit State Road Fund and mailed to: <br />
<br />
:::Missouri Department of Transportation <br />
:::Financial Services<br />
:::P.O. Box 270 <br />
:::Jefferson City, Mo. 65102 <br />
<br />
:The FS Director will track the invoice to ensure payment is received from the consultant in a timely manner.<br />
<br />
===134.5.6 Incentive and Disincentive Program===<br />
<br />
MoDOT has instituted an incentive and disincentive program with the consulting industry to assure that consultants: <br />
<br />
:1. Deliver the most cost-efficient design that provides the right solution to the identified need (i.e., Practical Design) <br />
:2. Deliver quality plans <br />
:3. Deliver the roadway and bridge design plans on time as required in the contract <br />
:4. Prepare construction cost estimates that are within an acceptable range of the contract award amount.<br />
<br />
The incentive and/or disincentives vary according to the listed category. This program will not be used on every MoDOT roadway and bridge design contract. The incentive and disincentives will be used in whole or in part on major projects that are critical to MoDOT accountability with the public. Fifty percent of the fixed fee is the maximum disincentive that can be incurred. When the district requests approval from the PSC chair to solicit consultant services, the approval will specify whether the contract will or will not include the incentive/disincentive program. Project specific incentives and disincentives will be noted in the contract agreement. <br />
<br />
'''Cost-effective Design (Practical Design) and Quality Plans.''' The consultant’s performance on delivering the most cost-efficient design that provides the right solution for the identified need will become a part of the consultant performance evaluation. Quality of Plans will be based on the score for overall performance. <br />
<br />
Evaluation scores must be considered on all future contract selections. Consultants who perform poorly or who do not deliver cost-effective designs will not be considered for future contracts until they demonstrate to MoDOT that significant changes have been made within their company to address the concerns. The PSC will monitor this performance and MoDOT staff will be kept informed on the status of any firms that are not being allowed to compete for projects. <br />
<br />
'''Deliver Roadway and Bridge Design Plans on Time. '''<br />
<br />
:'''Right of Way Plans.''' The project manager should use the flowchart below to determine whether the incentives or disincentive are applicable based on the scheduled delivery date contained in the current contract or supplemental agreement. If changes are made by MoDOT that impact scheduling, the letting date may be re-negotiated .<br />
<br />
[[Image:Design Plan Delivery Flow Chart.png|center|600px]]<br />
<br />
<br />
:'''Final Plans, Surveys, and Estimates.''' The project manager should use the flowchart below to determine whether the incentive or disincentive is applicable based on the scheduled delivery date contained in the current contract or supplemental agreement. If changes are made by MoDOT that impact scheduling, the letting date will be re-negotiated. <br />
<br />
[[Image:PS&E Delivery Flow Chart.png|center|600px]]<br />
<br />
<br />
:'''Accurate Cost Estimates''' are critical for MoDOT to be able to deliver the program promised to the public. Program estimates are published in the STIP and each district programs sufficient projects each year to spend every dollar allocated. Poor estimating causes MoDOT numerous problems at letting. Once the project budget has been set it is then the design consultant’s responsibility to design a good project that satisfies the purpose and need within that budget. The project manager should use the flowchart below to determine whether the consultant qualifies for an incentive or disincentive based on their project estimates. <br />
<br />
[[Image:Incentive Disincentive Decision Flow Chart.png|center|600px]]<br />
<br />
<br />
==134.6 Dispute Resolution==<br />
<br />
[[Image:134.3.3.jpg|center|750px]]<br />
<br />
Once a consultant is selected to work for MoDOT, circumstances may arise that lead to a dispute between MoDOT’s PM/CA and the consultant. In most cases, a complete understanding and recognition of each party’s concerns will result in successful resolution of the disagreement. However, when that is not the case, this [[#Dispute Resolution Process (DRP)|dispute resolution procedure]] is used. <br />
<br />
The relationship between the consultant and MoDOT is a professional contractual relationship. All parties to the contract should understand the dispute resolution process. The PM/CA and the consultant should make every attempt to fully understand the dispute and express honest statements of fact prior to initiating formal dispute resolution. In this context, the PM/CA is defined as the person who authorizes MoDOT’s payment of the consultant invoices. <br />
<br />
Before initiating formal dispute resolution, the following activities should occur: <br />
<br />
:1. The district engineer, or division engineer (hereinafter indicated by “DE”) prepares a letter to the consultant outlining the contested issues. <br />
<br />
:2. The disputing parties (project manager level for both MoDOT and consultant) participate in a face-to-face meeting. <br />
<br />
:3. The consulting firm conveys the firm’s recommendations for resolving the dispute. <br />
<br />
:4. MoDOT’s representative discusses the consultant’s proposed resolution and responds in a letter, either accepting the proposal or offering a rebuttal. <br />
<br />
:5. MoDOT and the consultant attempt to negotiate a settlement. <br />
<br />
If the PM/CA and the consultant reach an agreement that provides the consultant with payment greater, or less than the contract maximum, the PM/CA needs to initiate a supplemental agreement and follow normal procedures to get the supplemental agreement executed, including approval by the PSC. If no settlement is forthcoming, formal dispute resolution is initiated. <br />
<br />
===134.6.1 Initiating Formal Dispute Resolution===<br />
When attempts between the PM/CA and the consultant have failed to resolve the disagreement, the consultant should enumerate the firm’s concerns in a letter to the DE, thereby initiating formal dispute resolution. A Dispute Resolution File should be started by the PM/CA. <br />
<br />
Disagreements may arise over the scope of services, fees, hours, the consultant evaluation, errors and omissions, or other issues. Initiation of the resolution process will in no way be reflected on negatively in the consultant’s performance evaluation. The consultant’s letter to the DE should specifically outline the disagreement and the consultant’s view of the issues. This detailed letter must include: <br />
<br />
:1. A clear description of the items that are being disputed <br />
:2. What the consultant desires to resolve the dispute <br />
:3. Background—the sequence of events that led to the dispute <br />
:4. Documentation to support the request <br />
:5. All correspondence between the parties relating to the items in dispute (including e-mail) <br />
:6. A listing of previous attempts to resolve the issue (including e-mail) <br />
:7. A copy of the contract and any supplemental agreements <br />
<br />
Upon receiving the consultant’s letter and documentation, the DE will have the PM/CA prepare a similar letter, also addressed to the DE, outlining the administrator’s view of the disagreement with particular attention to the information in the consultant’s letter. MoDOT may also initiate formal dispute resolution by the PM/CA sending a letter, under the DE’s signature, to the consultant contact listed in the contract. The consultant should be directed to respond to the department’s letter. As a courtesy, the PM/CA should notify the consultant project manager before writing this letter. <br />
<br />
===134.6.2 Dispute Review by District or Division Engineer===<br />
The PM/CA transmits the letter documenting the issues of the dispute, with the consultant’s letter attached, to MoDOT’s DE for review. In addition, the DE also notifies the Assistant Chief Engineer and the State Design Engineer that formal dispute resolution has been initiated. With this notice, the State Design Engineer begins tracking the dispute resolution process. Whenever the two parties in the dispute reach a resolution, the State Design Engineer should be notified of the following: <br />
<br />
:1. Where in the process resolution was reached <br />
:2. The date resolution was reached <br />
:3. What resolution was reached <br />
<br />
The DE evaluates the information in the letters, discussing it with the PM/CA and the consultant project manager as necessary. <br />
<br />
===134.6.3 Meeting of the Two Parties===<br />
The DE arranges a meeting with the consultant principal. If an agreement is reached after discussion between the DE and the consultant principal, the DE provides a letter to the firm indicating the terms of the agreement. However if agreement is still not reached, the dispute may be taken to the Dispute Resolution Committee. <br />
<br />
===134.6.4 Dispute Resolution Committee===<br />
The Dispute Resolution Committee (DRC) is comprised of the Assistant Chief Engineer (acting as chair), Director of External Civil Rights, and Chief Financial Officer. In preparation for the DRC’s meeting, the DE will share written details of the formal dispute resolution’s outcome to this point with the State Design Engineer who then facilitates the DRC procedures. The committee will review this information together with other background information, including the original letters from the PM/CA and the consultant project manager outlining the dispute. When the committee meets, all representatives of the disputing parties are given the opportunity to attend. The DRC discusses the issues with the disputing parties and tries to reach a resolution satisfactory to both parties. If a resolution cannot be reached, an offer of mediation is made to the two parties. Should both parties agree to use mediation to settle the claim, they will share the cost of mediation equally. <br />
<br />
If an agreement is reached, the DRC sends the consultant a letter outlining the resolution of the dispute. <br />
<br />
===134.6.5 Mediation===<br />
A mediator is an outside party who facilitates a discussion between the disputing parties and enables them to explore options to reach agreement. Responsibility for dispute resolution is solely that of MoDOT and the consultant. The mediator has knowledge of the process and the general terms of the dispute but is not intimately knowledgeable of all project details. <br />
<br />
After the consultant has accepted MoDOT’s offer for mediation, the State Design Engineer is responsible for making arrangements for a mediator. This includes selecting an approved mediator from a list (developed jointly by ACEC and MoDOT) and arranging the time and place of the meeting. Participants at the meeting are limited to the DE, the DRC’s chair, the consultant principal, and the mediator. Others, including the PM/CA and the consultant project manager, are not active participants in this meeting but may provide information if the mediator so requests. Legal representation is optional. The disputing parties are responsible for their own costs associated with the mediation but will share all expenses associated with the mediator equally. <br />
<br />
Should the mediation result in the dispute’s resolution, the DRC sends the consultant a letter explaining the resolution of the dispute. However, should the mediation not result in resolution of the dispute, the issue is forwarded to MoDOT's Chief Engineer for final action. <br />
<br />
===134.6.6 Final Decision by the DRC===<br />
When mediation fails, the State Design Engineer will notify the DRC and MoDOT’s Chief Engineer and provide any additional information gathered during the mediation process. The Chief Engineer will review the information provided and if desired, meet with the members of the DRC to discuss the results of the dispute resolution process up to that point. Upon decision by the Chief Engineer, the State Design Engineer provides a letter to the DE and the consultant principal informing them of the decision. When the consultant receives the letter from the State Design Engineer outlining the decision of the Chief Engineer, the firm may respond; however, formal dispute resolution will have been completed and MoDOT will not entertain further appeals from the consultant. <br />
<br />
<div id="Dispute Resolution Process (DRP)"></div> <br />
<br />
<br />
[[Image:134.3.3.7.jpg|center|650px]]<br />
<font color = "white">ko</font color = "white"> <br />
<center>'''Dispute Resolution Process (DRP)'''</center><br />
<font color = "white">ko</font color = "white"></div>Hoskirhttps://epg.modot.org/index.php?title=Job_Special_Provisions&diff=53614Job Special Provisions2024-03-26T17:34:27Z<p>Hoskir: fixed link to JSP2401</p>
<hr />
<div><div id="JSP-Provision"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable" <br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||<br />
|-<br />
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AB || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023<br />
|}<br />
<br />
<div id="JSP-LPA"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA<br />
|- <br />
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting<br />
|- <br />
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 || <br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||<br />
|}<br />
<br />
<div id="JSP-Packages"></div><br />
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"<br />
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages<br />
|-<br />
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting<br />
|-<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|- style="vertical-align:top;"<br />
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 2/2/2024 || 4/1/2024<br />
|}</div>Hoskirhttps://epg.modot.org/index.php?title=Category:139_Design_-_Build&diff=53613Category:139 Design - Build2024-03-26T17:22:38Z<p>Hoskir: /* 139.9.2 Contract Invoicing and Payment */ updated per RR3856</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="510px" align="right" <br />
|-<br />
|colspan="3"|[[image:139.jpg|right|510px]]<br />
|-<br />
|width="248" style="background:#BEBEBE" |'''Helpful Documents''' ||width="9"| || width="248" style="background:#BEBEBE" |'''Helpful Links'''<br />
|-<br />
| [[media:139 DB Values.pdf|Design-Build Values]]|| ||[http://www.modot.org/business/consultant_resources/DesignBuildInformation.htm MoDOT Design-Build website]<br />
|-<br />
|[[media:139 Commission Chief Engineer Authority Example.pdf|Commission Chief Engineer Authority Example]]|| ||[http://s1.sos.mo.gov/cmsimages/adrules/csr/current/7csr/7c10-24.pdf 7 CSR 10-24]<br />
|-<br />
|[[media:139 Sample Project Goals.pdf|Sample Project Goals]]|| ||[http://www.gpo.gov/fdsys/pkg/CFR-2013-title23-vol1/xml/CFR-2013-title23-vol1-part636.xml 23 CFR Part 636]<br />
|-<br />
|[[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|FHWA Design-Build Program Agreement]]|| ||[https://revisor.mo.gov/main/OneSection.aspx?section=227.107 Missouri Design-Build Statute 227.107]<br />
|-<br />
|[[media:139.8 Design Build Process Checklist.docx|Design-Build Process Checklist]]|| ||[http://www.fhwa.dot.gov/publications/research/infrastructure/12039/12039.pdf FHWA Quality Tech Brief]<br />
|-<br />
|[[media:139 Acronyms.pdf|Design-Build Acronyms]]|| ||<br />
|-<br />
|[[media:139 Project Advertisement Example.pdf|Project Advertisement Example]]|| ||style="background:#BEBEBE" |'''Forms'''<br />
|-<br />
|[[media:139 I 64 RFQ.pdf|I-64 RFQ]] || || [[media:139.1.3.doc|139.1.3 Confidentiality Agreement]]<br />
|-<br />
|[[media:139 Industry Meeting Agenda Example.pdf|Industry Meeting Agenda Example]] || || [[media:139.8.1.xls|139.8.1 Review Comment and Response Sheet (RCRS)]]<br />
|-<br />
|[[media:139 Industry Meeting Name Tag Key.pdf|Industry Meeting Name Tag Key]] || ||[[media:139.8.1.5.doc|139.8.1.5 SOQ Conflict of Interest Form]]<br />
|-<br />
| [[media:139 Industry Meeting Sign in Sheet.docx|Industry Meeting Blank Sign-in Sheet]] || || [[media:139.8.2.2(a).xls|139.8.2.2(a) Request for Clarification (RFC) Form]]<br />
|-<br />
| [[media:139 I 64 RFP.pdf|I-64 RFP]] || ||[[media:139.8.2.2(b).xls|139.8.2.2 (b) Additional Applicable Standard (AAS) Form]]<br />
|-<br />
| [[media:139 Sample Basic Configurations.pdf|Sample Basic Configurations]] || ||[[media:139.8.2.2(c).xls|139.8.2.2 (c) Design Exception Form D1]]<br />
|-<br />
| [[media:139 Sample Scoring Criteria.pdf|Sample Scoring Criteria]] || ||[[media:139.8.2.2(d).docx|139.8.2.2(d) Design Exception Information Form D2]]<br />
|-<br />
| [[media:139 I 64 ITP.pdf|I-64 ITP]] || ||[[media:139.8.2.2(e).xls|139.8.2.2(e) Environmental Commitments Form]]<br />
|-<br />
| [[media:139 Sample Quality Oversight Plans.pdf|Sample Quality Oversight Plans]] || ||[[media:139.8.2.5.doc|139.8.2.5 Proposal Conflict of Interest Form]]<br />
|-<br />
| [[media:139 Financial Services Coding 2014.pdf|Financial Services Coding for Design-Build]] || || [[media:139.8.2.6.doc|139.8.2.6 Stipend Release Agreement]]<br />
|-<br />
| [[media:139 File Storage Structure.pdf|File Storage Structure for Design-Build]] || ||[[media:139.8.2.6(b).docx|139.8.2.6(b) Contract Execution Authority Memo]]<br />
|-<br />
| [[media:139 Commission Award Example.pdf|Example of a Commission Award Back-up Information form]] || ||<br />
|-<br />
| [[media:139 Project Certification Example.pdf|Example of Project Certification]] || ||<br />
|}<br />
<br />
Design-Build is a project delivery method in which the design and construction services are contracted by a single entity. Design-Build provides a single point of responsibility in the contract in an attempt to reduce project risk, shorten the delivery schedule by overlapping the design phase and construction phase of a project and minimize overall project costs. The selection of the design-build contractor is based on qualifications of the proposed teams and the overall best value of each proposal based on the established end result goals of the project.<br />
<br />
Traditionally, MoDOT has used the design-bid-build approach for project delivery. This approach involves the development of [https://epg.modot.org/index.php?title=Category:237_Contract_Plans design plans] by either internal staff or an engineering consultant and separate selection of the contractor by the lowest responsive bid method. The design-build approach enables the designer and contractor to work together to develop the most cost effective yet constructible set of plans given their strengths and efficiencies. Since the contractor is on board at the start of design, construction can begin as soon as the necessary design detail is developed. This overlapping of design and construction reduces the overall delivery schedule and delivers the completed project faster. The design-build procurement schedule generally lasts six to eight months compared to the two to three years it takes to design and award a traditional design-bid-build contract. <br />
<br />
Not every project is a good candidate for design-build. The traditional design-bid-build approach to a project is often the most viable process for typical construction projects, especially those that are fairly routine or constrained in some manner that reduces the opportunity for innovation. However, the design-build advantages of speed and flexibility in design and construction innovation can prove to be ideal on certain complex projects. Design-Build should be considered for projects that have: <br />
<br />
:* Multiple solutions providing an opportunity for innovation,<br />
:* High impact to the public especially with traffic control, <br />
:* Other unique or unusual conditions or the need for specialty skills for the project’s design and construction.<br />
<br />
'''Design-Build History'''<br />
<br />
MoDOT was originally granted authority to use the design-build process on three pilot projects by the Missouri General Assembly in 2004. The first design-build procurement began in 2005 with the $535 million reconstruction of [http://www.thenewi64.org/ Interstate 64 in St. Louis]. In 2007, the second design-build procurement began for the $245 million [http://www.youtube.com/watch?v=vb9VDxUBl1M&list=UU2KXWp-beIlNmdHiQEt9Xsw&index=3&feature=plcp I-29/I-35 kcICON Christopher S. Bond Bridge over the Missouri River]. In 2008, the third design-build procurement was launched for the [http://www.modot.org/safeandsound/ Safe and Sound Bridge Improvement Program], replacing 554 bridges across the state for $487 million. All three projects received national acclaim and were completed on time or ahead of schedule and on or under budget.<br />
<br />
Following that success, the Missouri General Assembly granted further design-build authority to MoDOT, allowing up to two percent of its annual number of projects to be delivered using the design-build delivery model. <br />
<br />
Information on all past, current and upcoming design-build projects can be found on [http://www.modot.org/business/consultant_resources/DesignBuildInformation.htm MoDOT’s Design-Build webpage]. <br />
<br />
=139.1 Design-Build Values=<br />
<br />
Prescriptive methods and requirements for design-build projects limit the creativity of the private sector and ultimately limit the project scope. Therefore, the design-build philosophy and its processes focus on the desired end result for the project. This focus ensures that there is the greatest opportunity for flexibility and innovation during both design and construction of the project and maximizes the likelihood to deliver the project within the available project budget. By allowing design-build contractors to propose alternative FHWA approved approaches to means and methods, material requirements, specifications and best practices, the design-build teams can bring innovation to MoDOT. This opportunity not only benefits the delivery of the related project, but allows MoDOT to capitalize on industry development and advancement by providing a pathway for their innovation into the way MoDOT does business. Due to the unique nature of MoDOT’s design-build approach, each project team must hold the following core values paramount throughout the design-build process.<br />
<br />
==139.1.1 Be Goal Oriented==<br />
Prioritized project goals are critical for success and are used to focus the project on the big picture and end result. The project goals guide all decisions throughout procurement and contract execution.<br />
[[image:139 Daniel Boone.jpg|right|280px|thumb|<center>'''[http://www.modot.org/stlouis/major_projects/newdanielboonebridge.htm I-64 Daniel Boone Design-Build Information]'''</center>]]<br />
<br />
==139.1.2 Be Flexible==<br />
Flexibility during design-build procurement allows industry to identify the best possible project solution, providing the best value. Flexibility maximizes the opportunity for innovation, identifies the best solutions, provides the most improvements for the budget, brings new ideas to MoDOT and develops a partnering attitude. Project teams should maintain flexibility throughout the contract by evaluating design plans and change proposals based on the contract requirements and project goals. On design-build projects, the goal is to never say, “That’s not how MoDOT does it.” <br />
<br />
==139.1.3 Be Confidential==<br />
MoDOT has developed a “best in the industry” reputation for confidentiality. Confidentiality allows trust to be established with the industry, creates a safe environment for the industry to be innovative, drives competition to provide the best proposal, and validates the design-build selection process. Each person (MoDOT employee, consultant, or, in some cases, external partners) involved in development of the contract or in project scoring is asked to sign a [[media:139.1.3.doc|Confidentiality and Non-Disclosure Agreement (Form 139.1.3)]]. Keeping project information confidential throughout the procurement process is held as a critical value for every project team. Each person (except FHWA representatives) involved in the project procurement process shall sign a Confidentiality Agreement (Form 139.1.3). Discussions with anyone who has not signed the Confidentiality Agreement are not allowed. Each person (except FHWA representatives who are bound by 18 U.S.C 1905) that participates in scoring shall sign a [[media:139.8.1.5.doc|Conflict of Interest Form (Form 139.8.1.5)]] for SOQs or a [[media:Form 139.8.2.5.docx|Conflict of Interest Form for Proposals (Form 139.8.2.5)]].<br />
<br />
==139.1.4 Be an Empowered Team==<br />
For design-build projects, some specific authority of the Chief Engineer is granted to the Project Director of each project. This authority establishes the Project Director as the project decision maker, creates trust with industry, expedites the decision making process throughout the contract and helps develop one team with the contractor. The authority gives the contractor confidence that when a decision is made by the Project Director, the decision is final. <br />
<br />
With the delegation of authority, the confidence shown by executive management provides the project team with credibility with the proposers during the procurement phase of the project, and with the selected design-build contractor during implementation. In addition, when the proposers perceive that management has delegated authority to and has confidence in the project team members, there is no temptation to “go over the heads” of the team members to pressure management into making decisions that may conflict with the decisions of the project teams. The delegation of authority to the Project Director requires commission action. When the Project Director uses this authority, they should attach documentation of the commission action granting the authority, usually in the form of a memo from the Chief Engineer.<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="350px" align="right" <br />
|-<br />
|[[media:139 Commission Chief Engineer Authority Example.pdf|An example of the authority typically given to the Project Director]] is available. <br />
|}<br />
<br />
For each project, staff from different functional units should be designated to participate on the project team. Typically, this team consists of traditional core team members, with each member having different areas of expertise, such as design, bridge, construction, right of way, utilities, geotechnical, traffic, customer relations and/or maintenance. Each core discipline applicable to the project should be included in the contract development process. In some cases, not all disciplines will be represented on the main project team. In this situation, the Project Director has the responsibility of conferring with subject matter experts, such as design, bridge, environmental, financial, maintenance, traffic, construction or Right of Way staff, to assist in the decision making process, as appropriate. Many Project Director’s find it helpful to meet regularly with representatives from all disciplines in the form of a core team meeting.<br />
<br />
=139.2 Project Selection=<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="350px" align="right" <br />
|-<br />
|'''*''' [[:Category:149 Project Delivery Determination and Initial Risk Assessment|EPG 149 Project Delivery Determination and Initial Risk Assessment]] provides guidance for design-build project selection.<br />
|-<br />
|'''*''' [[media:139.2.pdf|Examples of the MHTC back-up documents and transfer of authority]] are available.<br />
|}<br />
The first steps of any design-build (DB) project are selecting a project and selecting a Project Director. [[:Category: 149 Project Delivery Determination and Initial Risk Assessment|EPG 149 Project Delivery Determination and Initial Risk Assessment]] provides guidance for the Project Delivery Determination process that includes goal-setting strategies, constraint identification, and risk analysis guidance. Upon selecting a project for DB, a Project Director is named by the district to be confirmed by the appropriate executive management. To obtain approval for both, the District Engineer shall contact the Design-Build Coordinator or State Design Engineer to discuss making arrangements for executive management to consider the project. If design-build is the concurred project delivery method, the MHTC will be consulted to approve the project for design-build and delegate certain approval and expenditure authorities to the Chief Engineer or the Chief Engineer's designee, typically the Project Director. <br />
<br />
Once a project has received MHTC approval, basic information about the project should be placed on the [http://www.modot.org/business/consultant_resources/DesignBuildInformation.htm Design-Build webpage], by the Project Director contacting the Design-Build Coordinator. The Project Director should also request up-to-date working contract documents, to use as a starting point for their contract.<br />
<br />
==139.2.1 Delegation of Authority==<br />
The Missouri Highways and Transportation Commission will formally delegate to the Chief Engineer position or his designee (The Project Director) to approve and execute documents and expend funds on their behalf for the following items, except that any change resulting in an expenditure of two percent over the project cost will be presented to the Commission.<br />
<br />
:* '''Escrow of Bid Documents –''' Approve authority to execute agreements, affidavits, and related documents and expend funds for costs associated with the escrow of bid documents on the project.<br />
:* '''Agreements –''' Approve authority to execute agreements with local governments including other entities for cost-share, enhancements, use of property, environmental mitigations, utilities, etc. on the project, subject to approval as to form by Chief Counsel’s Office (CCO) and Commission Secretary (CS) attestation.<br />
:* '''Railroad Agreements –''' Approve authority to execute agreements pertaining to railroads, subject to approval as to form by CCO and CS attestation.<br />
:* '''Construction Change Orders -''' Approve authority to approve construction change orders on the project.<br />
:* '''Consultant Engineering Services –''' Approve authority to execute contracts for engineering services needed subject to approval as to form by CCO and CS attestation and in keeping with the Brooks Act, 40 USC 1101 et seq. and 23 CFR 172.5 as well as Section 8.285 RSMo. These consultant engineering services will be included in the monthly Commission Consultant Report.<br />
:* '''Other –''' Approve authority to expend funds for the project, as well as approve, execute, sign and seal project-specific documents. This includes payment of a Stipend to unsuccessful teams when approved by the Commission. <br />
:* '''Design Exceptions –''' Approve authority to sign design exceptions specific to the design of the project currently delegated to the District Engineer, State Design Engineer, and the State Bridge Engineer, subject to consultation with the department’s technical experts per [[131.1 Design Exception Process|EPG 131.1 Design Exception Process]].<br />
<br />
=139.3 The Project Team=<br />
<br />
The first tool is for the project director to create a small, five to ten member core management team to participate from development of the procurement documents, selection of the design-build contractor and oversight of the performance of the work on the project. The project team should represent a variety of engineering and other disciplines that are important to the project. If possible, the team should be located together and should meet at least weekly to manage the delivery of the project. The project team should provide adequate resourcing to deliver the procurement and the project. Coordination with district leadership and Central Office should occur to determine the appropriate resources for a project. Acquiring the services of an owner consultant shall follow the process and procedures in [[:Category:134 Engineering Professional Services|EPG 134 Engineering Professional Services]]. <br />
<br />
==139.3.1 Confidentiality Agreements==<br />
<br />
Each person (MoDOT employee, consultant, or, in some cases, external partners) involved in development of the contract or in project scoring is asked to sign a [[media:139.1.3.doc|Confidentiality and Non-Disclosure Agreement, (Form 139.1.3)]]. Each person (except FHWA or Chief Counsel's Office (CCO) representatives) involved in the project procurement process should sign a Confidentiality Agreement. Discussions regarding procurement decisions with anyone who has not signed the Confidentiality Agreement are not allowed. In some cases, Consultant Agreements can be used in place of individual Confidentiality and Non-Disclosure Agreements for individuals working for the consultant. The Project Director is responsible for cataloging and keeping records of all the individuals who have signed the Confidentiality Agreement. Electronic file keeping is encouraged. <br />
<br />
==139.3.2 Conflict of Interest==<br />
Careful consideration must be contemplated when assembling resources for a Design-Build Project. Resource managers are encouraged to work with MoDOT Chief Council’s Office with any issues regarding Conflict of Interest.<br />
<br />
Perceived conflicts of interest must be considered when evaluating whether an entity or person is (a) unable or potentially unable to render impartial assistance or advice to MoDOT, (b) is or might be otherwise impaired in its objectivity in performing the contract work, or (c) has an unfair competitive advantage. The following definitions shall be considered to differentiate this type of conflict from those considered “real”, “actual”, or “potential”:<br />
:* '''Real/Actual Conflict of Interest - ''' A situation where a person’s or entity’s official duties can be influenced. <br />
:* '''Potential Conflict of Interest -''' A situation where a person’s or entity’s official duties may be influenced in the future.<br />
:* '''Perceived Conflict of Interest -''' A situation where a person’s or entity’s official duties appear to be influenced.<br />
<br />
Perceived conflicts of interest will be '''''managed by avoidance of the situation(s)''''' that create the conflicts. A perceived conflict of interest cannot be neutralized.<br />
<br />
Certain actions of Design-Build teams, individual entities of Design-Build teams (firms or persons), individual consultants, sub-consultants, or sub-contractors (firms or persons) that may join Design-Build teams, will create perceived conflicts of interest that must be identified and managed by MoDOT staff. These actions include, but are not limited to, the following:<br />
:* Meetings, discussions, presentations, seminars, workshops, or any medium where design-build policy modification are directly suggested to MoDOT staff,<br />
:* Meetings, discussions, presentations, seminars, workshops, or any medium where design-build policy modification are suggested to MoDOT staff through examples of past practice or lessons learned,<br />
:* Meetings, discussions, presentations, seminars, workshops, or any medium where the content is intended to deliver design-build training information.<br />
<br />
===139.3.2.1 Guidelines for Evaluating Conflict of Interest===<br />
MoDOT follows the pertinent state and federal laws regarding Conflict of Interest. Nothing contained in this document is intended to limit, modify, or otherwise alter the applicability or effect of relevant (federal and state) law, rules, and regulations. All such laws, rules, and regulations shall apply in their normal manner irrespective of these guidelines.<br />
<br />
MoDOT evaluates the following on a case-by-case basis:<br />
:1. Whether a conflict of interest exists<br />
:2. Whether the conflict of interest can be avoided or neutralized <br />
:3. The appropriate steps to avoid or neutralize conflict of interest in evaluating the above, MoDOT uses the following in making such determinations.<br />
<br />
::A. Section 105.452 RSMo and Section 105.454 RSMo are general conflict of interest statutes applicable to all state officials and employees including MHTC members and MoDOT employees. These statutes prohibit actual conflicts of interest including, but not limited to:<br />
:::* favorably acting or refraining from acting on any matter or using decision making authority to obtain financial gain (§105.452(1), (4) and (5) RSMo);<br />
:::* disclosing and/or using confidential information obtained in the person's official capacity in any matter with the intent to result in financial gain (§105.452(2) and (3) RSMo);<br />
:::* performing any service for an agency in which the person is an officer or employee or has supervisory authority for payment in excess of $500 per transaction or $5000 per year without competitive bidding (§105.454(1), (3) RSMo); and<br />
:::* selling or leasing any property to an agency in which the person is an officer or employee or has supervisory authority over for payment in excess of $500 per transaction or $5000 per year without competitive bidding (§105.454(2), (3) RSMo). However, this provision does not apply to property that is condemned by the agency from its officer or employee (§105.466.3 RSMo).<br />
<br />
::B. The Federal Highway Administration (FHWA) addresses Conflicts of Interest in relation to federally funded highway projects in general at 23 CFR §1.33, DB projects under 23 CFR §636.116 and §636.117, and the NEPA process as it relates to DB at 23 CFR §636.109(b) 6 & 7. MoDOT adopts these rules for use on all MoDOT DB contracts, whether federally funded or not.<br />
<br />
The following situations are considered to result in Conflict of Interest that cannot be avoided or neutralized. These restrictions apply only to the circumstances described.<br />
:1. 1. For DB projects, firms that act as the Owner Engineer (OE), or key staff employed by the OE or Major Consultant, will not be allowed to join a DB team which submits on a contract that is part of the project for which the person or firm acted in the capacity of a OE, Major Consultant, or key staff employed by the OE or Major Consultant.<br />
:2. For DB projects, a consultant (person or firm) and/or sub-consultant (person or firm) that assists MoDOT in preparing a RFQ, RFP, ITP, or selection criteria shall not participate in any capacity on a DB team related to the same contract.<br />
<br />
===139.3.2.2 Conflict of Interest Form===<br />
Each person (MoDOT employee, consultant, or, in some cases, external partners) involved in the evaluation of Statement of Qualifications or the evaluation of Proposals is asked to sign a Conflict of Interest Form. The person filling out the form shall not leave any section blank. Indication of “N/A” or “None” should be made if there is nothing to report. The Project Director is responsible for reviewing any Conflict of Interest with MoDOT’s Design-Build Coordinator and Chief Council’s Office. For any indication of a potential COI, documented reasoning and resolution shall be provided on the form by the Project Director, Design-Build Coordinator, or Chief Council representative. The Project Director is responsible for cataloging and keeping records of all the individuals who have signed the Conflict of Interest Forms. Electronic file keeping is encouraged.<br />
<br />
=139.4 Project Goals on Design-Build=<br />
<br />
Once a project is selected as design-build, the project team should finalize the goals determined via guidance in [[:Category:149 Project Delivery Determination and Initial Risk Assessment|EPG 149 Project Delivery Determination and Initial Risk Assessment]]. The project team should then request approval of the goals by district and central office executive leadership. In order to effectively use project goals to guide the procurement process, the goals must be defined in order of importance. Prioritized goals provide a basis for project “trade-off” decisions during the development of design-build procurement documents and execution of the project contract. Whether the project team is determining short-list criteria, design-build contractor selection criteria, technical provision requirements or risk allocation, the prioritized project goals guide how one approach is selected over other viable options. <br />
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|-<br />
|[[media:139.4_2021.docx|'''MoDOT Design-Build Project Goals''']]<br />
|}<br />
Prioritized goals are also useful as a public communication tool throughout the procurement process, as much of the design-build process is confidential in nature. The project goals convey to the public the end result they should see at project completion. Once the goals have been developed and approved, they can be made public, through a project website or other methods. Throughout the project, the goals should be clearly communicated to all project participants including all project personnel, industry public stakeholders.<br />
<br />
==139.4.1 Content of Project Goal-Setting==<br />
<br />
Project goals are standards that measure the success of a project. Most projects’ goals are complex and therefor require objectives to be established to define how each is to be measured. Objectives are the methods by which the project goals are achieved. <br />
<br />
Questions that should be considered when determining the goals for a project include: <br />
:1. Is this goal detailed enough to guide preparation of the Procurement Documents?<br />
:2. Is this a goal which, if met or exceeded, the public would perceive the project as successful?<br />
:3. Is this goal crafted with the end in mind (or "end-minded"; that is, is the team beginning its work with the end in mind)?<br />
:4. Is this goal realistic?<br />
:5. Is this goal measurable?<br />
:6. Is this goal clear?<br />
:7. Who is this goal intended to benefit?<br />
:8. Is this goal based upon an objective assessment of the needs of the community, MoDOT, etc.?<br />
:9. Are the goals established in order of importance?<br />
<br />
Questions that should be considered when determining the objectives pertaining to each goal include: <br />
:1. Does this objective contribute toward achieving the goal?<br />
:2. Will meeting this objective assist in meeting the goal?<br />
:3. Is this an objective for the entire project or for a specific area of the project? If it is for a specific area of the project, what are the objectives for the remaining areas that will help achieve the goal?<br />
:4. Is this objective time-constrained?<br />
:5. Is it an interim or during construction objective?<br />
:6. Is this objective achievable?<br />
:7. Is this objective measurable?<br />
:8. Does the objective provide additional definition in support of the goal?<br />
<br />
Once these questions have been addressed and the goals have been developed and approved by MoDOT executive management, the goals can be made public. Throughout the project development process, the goals should be clearly communicated to all project participants including all MoDOT project personnel, the design and construction industry and all project stakeholders.<br />
<br />
==139.4.2 Examples of Project Goals==<br />
<br />
The project goals listed below were developed for past projects. The goals are included as a reference for future goal setting efforts. <br />
<br />
:I-270 North Design-Build Project<br />
::1. Deliver the project by December 1, 2023 within the program budget of $225 million.<br />
::2. Maximize reliability and safety while linking communities for all users.<br />
::3. Provide a durable and maintainable transportation network making Interstate 270 the conduit for a prosperous region.<br />
::4. Grow and utilize a diverse workforce.<br />
::5. Minimize and mitigate impacts to customers through innovation.<br />
<br />
:Bootheel Bridge Bundle Design-Build Project<br />
::1. Deliver the project within the program budget of $25.2 million on or before December 31, 2023.<br />
::2. Use innovation to maximize the number of locations to be addressed while providing quality structures sensitive to location and traffic.<br />
::3. Minimize public inconvenience through increased construction speed and flexibility in scheduling.<br />
::4. Improve safety at each location.<br />
<br />
:US 169 Buck O’Neil Bridge Design-Build Project<br />
::1. Construct an innovative, low-maintenance Missouri River Bridge that will provide a century of service within the program budget of $247.5 million.<br />
::2. Provide a safe, connective and accessible transportation facility that improves regional and local system performance.<br />
::3. Manage the impact to the traveling public during construction.<br />
::4. Complete the project by December 1, 2024, utilizing a diverse workforce. <br />
<br />
:Safety Design-Build Project<br />
::1. Deliver the project within the budget of $24.11 million.<br />
::2. Reduce fatal and serious injury crashes by maximizing safety improvements.<br />
::3. Deliver all improvements with a reasonable service life and low maintenance cost.<br />
::4. Minimize impacts to the public during and after construction.<br />
::5. Complete construction on the project by October 1, 2019.<br />
<br />
:Route 141 Interchange Design-Build Project<br />
::1. Deliver the project within the program budget of $25 million.<br />
::2. Maximize mobility on Route 141 and improve efficiency at the I-44 interchange and Vance Road intersection.<br />
::3. Deliver the project in a manner which demonstrates the importance of safety.<br />
::4. Provide a quality product resulting in a long lasting transportation facility that minimizes future maintenance.<br />
::5. Deliver the project using a diverse workforce.<br />
::6. Complete project by July 15, 2018.<br />
<br />
=139.5 In-Depth Risk Assessment and Risk Allocation on Design-Build Projects=<br />
<br />
The design-build delivery method is unique in that it allows for risks to be assigned or transferred to the most appropriate party.<br />
<br />
After developing project goals, the next step to successful design-build delivery is to progress the design and investigation into the project in order to perform an in-depth risk assessment and risk allocation. These exercises are the keys to maximizing the probability of achieving the desired outcome and meeting or exceeding the project goals. Appropriate examples of investigation include: [[127.1 Request for Environmental Services|Request for Environmental Service]] findings for conceptual or preliminary plan, Level B Utility Identification, right of way information, permitting requirements, Understanding of Traffic Safety and Operation of the facility, and any other project related requirements. <br />
<br />
Risk assessment for design-build projects involves an analysis of the risks involved on a project that likely would cause a design-build contractor to include cost or schedule contingencies in its proposal. The risk assessment should analyze which risks can be avoided or mitigated, prior to design-build contractor selection. As discussed in [[:Category:149 Project Delivery Determination and Initial Risk Assessment|EPG 149 Project Delivery Determination and Initial Risk Assessment]], risks will be evaluated to determine the significance of each risk, the effort required to alleviate or mitigate each risk and the probability of each risk. The project team should use the high-level risk assessment developed during the Project Delivery Determination Process as a starting point, examining the project in greater detail. <br />
<br />
After the in-depth risk assessment has been completed, an evaluation of the party who is in the best position to manage and control all remaining risks (or impacts of remaining risks) further determines the most effective allocation of risks between MoDOT and the design-build contractor to best achieve the project goals. Risk allocation is an allocation between MoDOT and the contractor of responsibility for risks that cannot be avoided. Risk should be allocated to the party best able to manage each risk. The allocations of risks will be set forth in the contract documents. Risk Allocation should be documented in a risk register. The allocation of risk shall be in accordance with best practices. <br />
<br />
The desired result of a risk assessment/allocation effort is to use MoDOT resources to avoid or mitigate as much risk as possible prior to Design-Build contractor selection paying close attention to the high impact, high probability risks and to allocate the remaining risks to the party that will be most able to effectively manage the risk.<br />
<br />
'''Examples of areas of risks that should be evaluated during a risk allocation include:''' <br />
<br />
:'''1.''' Environmental – Careful consideration should be taken to ensure NEPA is followed and the project is executed in accordance with clearances. Project permitting should be identified as part of the Risk Process. Some permits can be acquired with concept plans. For instance, MoDOT may be in the best position to obtain permits from the Army Corps of Engineers, however, the design-build contractor is the best party to obtain new permits or variances to existing environmental permits based upon the final design.<br />
:'''2.''' Right of Way – Understanding the existing Right of Way footprint and what potential needs there are to provide a buildable footprint should be considered. Also, while in typical situations, MoDOT is the party best able to acquire permanent right of way, the design-build contractor is in the best position to determine the necessary temporary right of way for the project. <br />
:'''3.''' Utilities – Utilities are generally a shared risk item that need to clearly have location and relocation costs and responsibility known for a Design-Build Contract. MoDOT can utilize existing Master Utility Agreements in place with most Utility Company’s and supplement with a project specific agreement when necessary. <br />
:'''4.''' Public Information – Public acceptance of potential alternatives that are developed in accordance with the Goals should be weighed during the risk assessment. While MoDOT may be the best position to identify and communicate daily coping messages to the public, the contractor is the best to notify MoDOT of upcoming work and public impacts.<br />
:'''5.''' Geotechnical – Items of work that are dependent on geotechnical considerations should be analyzed during the Risk Assessment process. It may be appropriate to provide preliminary geotechnical information to teams. Once MoDOT has determined the extent of an adequate geotechnical investigation, it is normally the Design-Build contractor who should assume the risk of deviations from the borings. <br />
:'''6.''' Method of Handling Traffic – Consideration for public acceptance of impacts to traffic should be considered in the Risk Assessment. <br />
:'''7.''' Drainage – Careful consideration should be taken to decide if existing hydraulic information should be provided to enhance the quality of proposals submitted. <br />
:'''8.''' Insurance – Consideration of level of insurance that are required for each project - traditional insurance, owner-controlled insurance program (OCIP), contractor controlled insurance program (CCIP), pre-existing condition insurance plan (PCIP).<br />
:'''9.''' Maintenance During Construction - While the risk of maintenance during construction may be most appropriately allocated to the design-build contractor, the risk of extraordinary maintenance of the project during construction may be best allocated to MoDOT.<br />
:'''10.''' Noise Walls – Careful consideration of Noise Analysis and mitigation should be considered in the risk assessment. While MoDOT may be best positioned to communicate with the public regarding noise mitigation during the environmental process, the Design-Build contractor may the best party to determine where the noise mitigation is located based upon its final design.<br />
:'''11.''' Third Party Agreements and Permits (other than environmental): Are there local intergovernmental agreements (IGAs), railroad agreements, process agreements, standards agreements that need to be obtained?<br />
:'''12.''' Design: Are there variances or exceptions that will be required? Is an Access Justification Report (AJR) required? Are there approvals or variances that need to be obtained related to Structures?<br />
<br />
=139.6 Policy Issues in Design-Build=<br />
<br />
MoDOT uses a white paper process to develop the proposed approach for significant design-build elements and to communicate that approach to all interested employees. The white papers are ultimately approved by executive management for incorporation into the [[media:139 I 64 RFP.pdf|Design-Build Request for Proposal (RFP)]]. White papers can also be used to document innovative ideas or solutions implemented on a design-build project, which may be useful on traditional design-bid-build projects.<br />
<br />
'''The White Paper Process'''<br />
<br />
The purpose of the white paper process is to document a recommended approach to particular design-build concepts and to receive concurrence by management and approval by the Chief Engineer. New or revised design-build concepts should follow the approval process below.<br />
<br />
:'''Step 1.''' Design-Build concepts are developed and described in white paper format.<br />
<br />
:'''Step 2.''' The draft white paper is reviewed, discussed and finalized by the Design-Build Coordinator.<br />
<br />
:'''Step 3.''' The draft white paper will be submitted to and reviewed by various Division Directors/Engineers when the white paper affects their jurisdiction, and by the Chief Engineer. Draft white papers may be provided to other select stakeholders if needed. Comments received will be reviewed by the Design-Build Coordinator. If the Design-Build Coordinator deems the comments to be consistent with nationally recognized design-build best practices, the comments will be incorporated into the draft white paper. If comments received during the stakeholder reviews differ from the original approach finalized by the design-build project team, both design-build concepts will be presented to the Chief Engineer for direction.<br />
<br />
:'''Step 4.''' The white paper is presented to the Chief Engineer for approval. <br />
<br />
Approved white papers should be considered living documents to be updated on an as needed basis to reflect current policies on various design-build topics. The lessons learned identified during design-build projects need to be documented. Revised white papers shall be submitted to the Design-Build Coordinator for review and approval in order to ensure consideration during development of future design-build projects.<br />
<br />
=139.7 FHWA involvement on Design-Build Projects=<br />
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|[[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|MoDOT/FHWA Design-Build Program Agreement]]<br />
|}<br />
<br />
Since the Design-Build process can be complex and involve time critical reviews and approvals, the [[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|MoDOT/FHWA Design-Build Program Agreement]] outlines the Missouri Division of FHWA’s involvement on Design-Build projects. The purpose of the Design-Build Program Agreement is to ensure that MoDOT and FHWA have an understanding of the level of involvement, approval actions, roles, responsibilities and processes that FHWA will provide on Design-Build projects. The agreement addresses the Design-Build procurement process, the [[127.14 National Environmental Policy Act (NEPA) Classification and Documents|NEPA process]] as it relates to Design-Build, the [[234.1 Access to Interstate Highways|Access Justification Report (AJR)]] process and other approval requirements during contract execution.<br />
<br />
Required FHWA Approval Actions:<br />
:*Final Approval of RFP Document <br />
:*Request for Authorization (Certification of RFP)<br />
:*Addendums of RFP <br />
:*NEPA Approvals<br />
:*New or modified Access Justification Reports (AJR) <br />
:*Concurrence of Award<br />
<br />
'''Document Review Procedures'''<br />
<br />
FHWA-Missouri Division designated Transportation Engineer (TE) will typically be the FHWA representative for Federal involvement while implementing FHWA's PoDI Process and required project involvement. Other reviews may be required in accordance with the PoDI process. The TE will serve as MoDOT’s main point of contact for Design-Build projects. Feedback resulting from reviews will be provided to MoDOT within timeframes included in the [[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|MoDOT/FHWA Design-Build Program Agreement]]. The project team shall also coordinate with Central Office staff, including the Design-Build Coordinator, regarding procurement document reviews. Internal reviews should occur prior to FHWA reviews, but can be performed concurrently if needed. It is important to allow for adequate review time when developing the project procurement schedule. The project team may use the [[media:139.8.1.xls|Review Comment Response Sheet (RCRS) Form (Form 139.8.1)]] to collect and respond to comments.<br />
<br />
=139.8 Design-Build Procurement Process=<br />
<br />
The first phase in a two-phase, design-build procurement process begins with short-listing the most highly qualified submitters based on qualifications submitted in response to a [[media:139 I 64 RFQ.pdf|Request for Qualifications (RFQ)]]. The second phase consists of the submission technical proposals, and sometimes contract price, in response to a [[media:139 I 64 RFP.pdf|Request for Proposals (RFP)]]. <br />
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|-<br />
|The [[media:139.8 Design Build Process Checklist.docx|Design-Build Process Checklist]] can be used as a guide through all the steps in the design-build process. A list of [[media:139 Acronyms.pdf|design-build acronyms]] can be helpful in learning the “language” of design-build.<br />
|}<br />
Even before the procurement process begins, the MoDOT project teams shall not share information that will give any potential design-build team an advantage. Very little other than the project goals, schedule and budget can be shared publicly before the RFQ is released. Once the project goals are finalized and approved by the executive committee and the project budget set in STIP, this information and the procurement schedule can and should be shared publicly. Potential solutions will not be discussed publicly during the RFQ phase.<br />
<br />
EPG 139 Design-Build focuses on the contents and concepts involved in a two-phase design-build procurement process, as that is the most likely approach to design-build procurement. However, the design-build rules and FHWA’s design-build regulations allow for a one-step procurement process (Modified Design-Build) that is typically used for small, non-complex projects that includes a low bid selection process.<br />
<br />
==139.8.1 Request for Qualifications (Phase 1)==<br />
During the RFQ (Phase 1) process, the qualifications are established that will be evaluated to determine which of the submitters are the most highly qualified to perform the design-build project. These qualifications should reflect the goals of the project.<br />
<br />
The short-listing process for design-build procurement should not be confused with the pre-qualification process for contractors used for design-bid-build projects. Short-listing submitters for a design-build project identifies the most highly qualified potential design-build team where prequalifying contractors for design-bid-build projects identifies all contractors that are qualified to submits bids.<br />
<br />
It is required by [https://www.sos.mo.gov/cmsimages/adrules/csr/current/7csr/7c10-10.pdf state statute] to short-list no more than five and no fewer than two submitters.<br />
<br />
===139.8.1.1 Public Notice of Upcoming Design-Build Project===<br />
MoDOT is required by statute to give public notice, or advertise a [[media:139 I 64 RFQ.pdf|Request for Qualifications]] in at least two public newspapers that are distributed wholly or in part in Missouri and at least one construction industry trade publication that is distributed nationally. Typically, advertisements are placed in large city newspapers (St. Louis and Kansas City), the local paper in the area of the project, and an engineering trade magazine. Consideration should also be given to advertising in minority newspaper publications, if one exists in the project area. The advertisement should also be emailed to the MoDOT consultant and contractor databases, as well as the DBE database.<br />
<br />
Typically, the advertisement is placed approximately 30 days prior to the industry meeting. Advertisements are run for one day (or one week/month in the case of a weekly/monthly publication). Trade publications typically offer an online advertisement that is less expensive. <br />
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|-<br />
|[[media:139 Project Advertisement Example.pdf|A sample project advertisement]] is available.<br />
|}<br />
<br />
The project advertisement should also be placed on the project website, which should be accessible through [http://www.modot.org/business/consultant_resources/DesignBuildInformation.htm MoDOT’s Design-Build website] as well as through the district and/or major project sites. The project website will be used throughout the RFQ (phase 1) process to communicate with potential submitters.<br />
<br />
===139.8.1.2 RFQ Process Purpose and Objectives ===<br />
The purpose of the RFQ process is to develop a short list of two to five submitters identified as the most highly qualified, which will be allowed to participate in the RFP process. The RFQ is the opportunity to communicate to interested parties the specific qualifications/experience desired of submitters and to provide guidance on how the short list will be developed. The RFQ identifies and prioritizes the desired team traits that should be addressed by each submitter’s Statement of Qualifications (SOQ). Furthermore, the RFQ details the specific qualifications and experience required of the proposed key personnel for each submitter, which is to be included in the SOQ. The RFQ may require the submitters to describe their past performance in areas such as safety, schedule, budget and community satisfaction. <br />
<br />
The RFQ submittal requirements should focus on identifying the submitters that provide the best probability of achieving or exceeding the project’s goals. In addition to the common items found in many RFQs such as a description of the project, the goals for the project, and the general procurement schedule, unique project interests and requirements tailored to desired project outcomes must be included. Therefore, the following items should be considered when developing RFQ requirements:<br />
<br />
:* The project goals. <br />
:* Is local design and construction experience important? <br />
:* Is design-build experience important? <br />
:* Are the qualifications and availability of key personnel important? <br />
:* Is the long term financial stability of the team important? Generally, this needs to be considered for very large projects.<br />
:* What management systems/philosophies are important, if any? <br />
:* What past performance measures need to be included, if any? <br />
:* What rating criteria will be used to determine the most highly qualified submitters? <br />
<br />
It is important to develop short-listing criteria that establish a clear separation between the most highly qualified teams and all other submitters. Within the design-build industry it is generally understood that a short-listing process helps to identify, very early in the procurement process, a team (or teams) that is unlikely to be selected. This benefits those teams by preventing them from wasting their time and money competing for a project they are unlikely to be awarded. On the other hand, the short-listed teams gain a higher probability of being successful, so they are more likely to put the necessary resources into developing proposals. This typically results in higher quality teams, higher quality proposals (risk vs. reward) and a more efficient proposal review process. <br />
<br />
It is important to minimize the duplication of information requested in both the RFQ and RFP. By doing so, the cost for each competing team is reduced and interest in the MoDOT design-build program is maintained.<br />
<br />
===139.8.1.3 Contents of the RFQ===<br />
Typically, the RFQ should include the following information:<br />
<br />
:'''1. Introductory Information.''' The RFQ includes a brief description of the project, the project goals, the estimated contract price (if known), and the completion deadline. <br />
<br />
:'''2. RFQ Process information.''' The RFQ includes a description of the procurement process, submitter requirements and the procurement schedule.<br />
<br />
:'''3. SOQ Contents and Evaluation Criteria.''' The RFQ details what information must be submitted by each submitter, including administrative elements, submitter experience information and key personnel and organization information. The heart of the RFQ is a description of the factors that will be evaluated to determine the most highly qualified submitters. Examples include the experience of the major participants in similar projects, the safety records of the major participants, and the experience and qualifications of proposed key personnel (which positions and minimum qualifications are defined in the RFQ). Examples of key personnel are Project Manager, Design Manager, Construction Manager and Quality Manager. <br />
<br />
:'''4. Submittal Requirements.''' The RFQ sets forth the format for the statements of qualifications and the requirements for submittals, i.e. due date and time, number of copies, etc. and the protest procedures. <br />
<br />
:'''5. Evaluation Process.''' The RFQ describes the method the statements of qualifications will be evaluated and scored.<br />
<br />
:'''6. General Information.'''<br />
::'''a.''' The RFQ defines design-build team major participants and states that the major participants and key personnel can only be changed by the submitters with prior approval.<br />
<br />
::'''b.''' The RFQ sets forth the anticipated stipend the short-listed teams will receive if they submit a responsive proposal in response to the RFP. No stipend is paid for submitting an SOQ.<br />
<br />
::'''c.''' The RFQ includes instructions for future communications between MoDOT and the potential DB teams. For participant confidence in the process, all communication by any potential participants after the RFQ is issued should be through the Project Director and only as allowed by the RFQ. <br />
<br />
::'''d.''' The RFQ shall address the process and deadline for any and all questions or requests for clarifications, as well as the process for issuance of addenda.<br />
<br />
::'''e.''' The RFQ includes requirements related to firms that are ineligible to participate on a submitter’s team, and usually identifies firms that are working with MoDOT to prepare the procurement documents (RFP). Specifically:<br />
<br />
:::i. The design-build rules provide that consultants and sub-consultants who assist the commission in the preparation of an RFP document will not be allowed to participate as an offeror (submitter) or join a team submitting a proposal in response to the RFP. However, the commission may determine that there is not conflict of interest for a consultant or subconsultant where:<br />
<br />
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|-<br />
|[http://s1.sos.mo.gov/cmsimages/adrules/csr/current/7csr/7c10-24.pdf Design-Build Rules: 7 CSR 10-24]<br />
|}<br />
::::1. The role of the consultant or sub-consultant was limited to provision of preliminary design, reports, or similar “low-level” documents that will be incorporated into the RFP, and did not include assistance in development of instructions to offerors or evaluation criteria, or <br />
<br />
::::2. Where all documents and reports delivered to the commission by the consultant or sub-consultant are made available to all offerors. <br />
<br />
:::ii. The rules further provide that all solicitations for design-build contracts, including related contracts for inspection, administration or auditing services, must direct the offeror to this section of the rules. In addition to MoDOT’s rules, on projects involving federal funds, the federal regulations have similar provisions. <br />
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|-<br />
|[http://www.gpo.gov/fdsys/pkg/CFR-2013-title23-vol1/xml/CFR-2013-title23-vol1-part636.xml Federal Design-Build rules: 23 CFR Part 636 Subpart A]. <br />
|}<br />
<br />
::'''f.''' The RFQ should state that documents submitted in response to the RFQ will be subject to the Missouri Public Records Act, and detail procedure for marking items confidential or proprietary.<br />
<br />
::'''g.''' The RFQ sets forth the Federal Equal Employment Opportunity (EEO) Policy and the DBE goal(s) for the project and identifies where the submitters may obtain copies of a directory of DBEs. In addition to setting an overall DBE goal, separate DBE goals may be set for design services and for construction. <br />
<br />
:::i. The design DBE goals are based on the percentage of DBE design consultants that are available and qualified to perform a portion of the design on the project. <br />
<br />
:::ii. The construction DBE goals would be based on the percentage of DBE subcontractors that are available and qualified to perform a portion of the construction work on the project. The methodology of setting each goal should be the same that is used for design-bid-build projects, and should be requested through the [https://modotgov.sharepoint.com/sites/ec Division of External Civil Rights].<br />
<br />
::'''h.''' The RFQ may also include requirements regarding the submitter’s legal structure, bonding capacity and additional financial requirements, if any. On most projects, assurance of required bonding capacity of the submitters is adequate to show financial capability. Design-Build contracts may be for larger amounts of money and in such cases, companies must have the ability to bond that amount. In the case of The New I-64, the design-build contractor teams were required to have bonding capacity of more than $400 million. The I-64 teams included national design-build companies and prime contractor and design firms from St. Louis. In this instance all of these companies made up the prime contracting team.<br />
<br />
::Forms should be provided for most of the information requested of the submitters, as follows:<br />
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|-<br />
|[[media:139 I 64 RFQ.pdf|A sample RFQ]]<br />
|}<br />
:::i. Major Participant Information Form.<br />
:::ii. Reference Project Summary Form.<br />
:::iii. Resume Summary Form.<br />
:::iv. Receipt of Addenda Form.<br />
:::v. Statement of Existence of Organization Conflicts Form.<br />
<br />
<br />
===139.8.1.4 Industry Meeting===<br />
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|-<br />
|A [[media:139 Industry Meeting Agenda Example.pdf|sample agenda for this meeting is available]]<br />
|-<br />
|A [[media:139 Industry Meeting Name Tag Key.pdf|key defining name tag colors]]<br />
|-<br />
|A [[media:139 Industry Meeting Sign in Sheet.docx|blank sign-in sheet for this meeting]]<br />
|}<br />
For most design-build projects an industry meeting is conducted, typically scheduled immediately before or after the RFQ release. The industry meeting is used to introduce the project to the design and construction industries and announce the procurement schedule for the project. Typically, the industry meeting includes an introduction of the MoDOT project team, a presentation related to the project and the RFQ and an opportunity for questions and answers. The remaining time is dedicated to an industry mixer, where prime contractors, subcontractors and professional services companies, identified by name tags, can network and have the opportunity to establish connections for the benefit of the project. Previous mixers have led to the development of submitting teams and can be very beneficial to meeting all of the project goals. To allow for further communication between consultants, sub-contractors and DBEs, the sign-in sheet is typically made public immediately following the industry meeting, by posting to the project website.<br />
<br />
===139.8.1.5 Scoring of Statements of Qualification ===<br />
<br />
====139.8.1.5.1 SOQ Evaluation Procedures====<br />
A confidential SOQ Evaluation Procedures document is created for each design-build project. The document includes, at a minimum, specifics related to maintaining confidentiality of the SOQs, scoring team organization and roles, scoring procedures and evaluation criteria, including compliance reviews. <br />
<br />
====139.8.1.5.2 Scoring Teams====<br />
Scoring teams are composed of appropriate staff representative of the applicable areas of expertise associated with the proposals. The Project Director works with the MoDOT project team to determine the scoring team members, which may include personnel outside of the immediate project team, and establish a scoring chairperson. Each member of the scoring team shall sign the [[media:139.1.3.doc|Confidentiality Agreement (Form 139.1.3)]] and [[media:139.8.1.5.doc|Conflict of Interest Form for SOQs (Form 139.8.1.5)]]. After scoring is complete, the scoring chairperson(s) will document the scoring process and outcome in a memo (the [Final Recommendation Report]), which summarizes each team’s strengths and weakness and states the recommended short-list, to the Project Director.<br />
<br />
====139.8.1.5.3 Draft Short List Development====<br />
The short-list is restricted to no more than 5 teams and a minimum of 2; therefore, short-list selection should be intentionally crafted to differentiate between submitting teams. Appropriate rating criteria will be used to determine a maximum of five most highly qualified teams and/or demonstrate a significant separation between the most highly qualified and those meeting qualifications. An example of SOQ rating criteria used on past projects is provided below. If there is no clear numerical separation between teams, the Project Director and Executive Selection Committee (refer to [[#139.8.1.6 Short List Approval|EPG 139.8.1.6 Short List Approval]]) may, at their discretion, choose to further examine the submitting teams by requesting additional information from the teams or conducting interviews. <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! width=250 style="background:#BEBEBE" |Score!! width=650 style="background:#BEBEBE" |Description<br />
|-<br />
| align="center"|Green,<br/> Exceptional +/-, or 85-100% ||The submitter has demonstrated an approach that is considered to significantly exceed stated requirements/objectives and provides a consistently outstanding level of quality. There is very little or no risk that the submitter would fail to meet the project goals. There are essentially no weaknesses.<br />
|-<br />
|align="center"|Yellow,<br/>Good +/-, or 60-84% ||The submitter has demonstrated an approach that is considered to exceed stated requirements/objectives and offers a generally better than acceptable quality. There is little risk that the submitter would fail to meet the project goals. Weaknesses, if any, are minor.<br />
|-<br />
|align="center"|Orange,<br/>Acceptable +/-, or 20-59% ||The submitter has demonstrated an approach that is considered to meet the stated requirements/objectives and has an acceptable level of quality. The submitter demonstrates a reasonable probability of meeting the project goals. Weaknesses are minor.<br />
|-<br />
|align="center"|Red,<br/>Unacceptable, or 0-19% ||The submitter has demonstrated an approach that is considered to fail to meet the stated requirements/objectives and/or provides unacceptable quality and/or demonstrates no reasonable likelihood of meeting the project goals and/or contains weaknesses that are major.<br />
|}<br />
</center><br />
<br />
For the purposes of evaluating SOQs, a strength represents a part of the SOQ that ultimately represents a benefit to the project and is expected to increase the Submitter’s ability to meet or exceed the project goals. <br />
<br />
:* Significant strength has a considerable positive influence on the submitter’s ability to meet or exceed the project goals.<br />
:* Minor strength has a slight positive influence on the submitter’s ability to meet or exceed the project goals.<br />
<br />
For the purposes of evaluating SOQs, a weakness represents a part of the SOQ that detracts from the submitter’s ability to meet the project goals or may result in inefficient or ineffective performance. <br />
<br />
:* Significant weakness has a considerable negative influence on the submitter’s ability to meet the project goals. <br />
:* Minor weakness has a slight negative influence on the submitter’s ability to meet the project goals.<br />
<br />
===139.8.1.6 Short List Approval===<br />
According to [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/7csr/7c10-24.pdf 7 CSR 10-24.030], all responses to the Request for Qualifications will be evaluated by a prequalification review/short listing team, known as the Executive Selection Committee. The Executive Selection Committee will be comprised of the following MoDOT staff or their designated representative: Chief Engineer, Chief Financial Officer, Financial Services Director, Assistant Chief Engineer, one or more District Engineer(s), Project Director for Project, State Construction and Materials Engineer, State Bridge Engineer and the State Design Engineer. Federal Highway Administration (FHWA), acting as an external partner will be an observer to the prequalification/short listing process. <br />
<br />
After scoring in accordance with the SOQ Evaluation Procedures document, the Project Director will meet with the Executive Selection Committee to present details of all SOQs received, as well as the ratings each team received. The Executive Selection Committee report shall include, at a minimum:<br />
<br />
:* [[media:139.1.3.doc|Confidentiality forms (Form 139.1.3)]]<br />
:* [[media:139.8.1.5.doc|Conflict of Interest forms (Form 139.8.1.5)]]<br />
:* Final Recommendation Report<br />
:* Scoring sheets or a summary of scoring sheets<br />
:* Submitter organization charts<br />
:* Project RFQ<br />
:* Project SOQ Scoring Procedures<br />
:* Short-list Recommendation Approval for Chief Engineer’s signature<br />
:* Minutes from the Executive Selection Committee Meeting including members present and action taken. <br />
<br />
A representative from the Chief Counsel’s Office should attend this meeting to advise staff on any legal matters. Following the presentation, the Executive Selection Committee will move to approve the short list. <br />
<br />
Once the short list is approved, all submitting teams should be notified whether or not they were short-listed. Once the teams have been notified, the short list is announced publicly, through a press release and/or posting on the project website. After the short list is announced, the project team may elect to offer debrief meetings with all submitting teams, including those that were not short-listed to provide feedback on their SOQs.<br />
<br />
==139.8.2 Request for Proposals==<br />
[[image:139 I-64.jpg|right|310px|thumb|<center>'''The [http://www.thenewi64.org/ I-64] reconstruction project in St. Louis was selected as the 2010 America's Transportation Awards Grand Prize Winner by the American Association of State Highway and Transportation Officials (AASHTO), AAA and the U.S. Chamber of Commerce. '''</center>]]<br />
<br />
Once the risk assessment and risk allocation processes have been completed by the project team, or are far enough along to provide adequate guidance, the [[media:139 I 64 RFP.pdf|Request for Proposal (RFP)]], or Phase 2, documents can be developed. An RFP defines the legal, technical and selection requirements for the project. It should be noted that development of the RFP must occur concurrently with the RFQ and short listing process in order to be meet the requirements for RFP release stated in the RFQ.<br />
<br />
===139.8.2.1 Purpose and Objective of the RFP Process===<br />
There are three main objectives of the Request for Proposals process. First, the RFP provides clear, concise and flexible technical requirements that will promote a quality project and will become the contract documents. Second, the RFP provides contract terms that fairly allocate risk between MoDOT and the contractor. Last, the RFP details the contractor selection criteria that are designed to achieve or exceed the project goals. Throughout the design-build process, it is important to use the philosophy, “write what you mean, say what you mean, do what you say/write.” The result is an RFP that clearly describes and defines the “must have” requirements for the project while allowing the maximum amount of flexibility for the proposers. <br />
<br />
To maintain flexibility in the RFP, project teams should define ONLY minimum requirements that are absolutely necessary for each technical discipline. This allows each proposer to submit FHWA approved standards, specifications, designs and approaches that have been used on other projects. The proposed approaches should be approved unless there is a reason that the approach cannot apply in Missouri or in the specific project’s situation. <br />
<br />
===139.8.2.2 Request for Proposals Process (Phase 2)===<br />
Shortly after the short list developed in Phase 1 (the RFQ process) is announced for a project, the RFP is released. Other than forms, RFQ and RFP documents should be released in pdf format. In order to maintain confidence in the process and to meet our obligations, it is critical to release the RFP on or before the date committed to in RFQ. <br />
<br />
The RFP is typically released via an external SharePoint site, which set up specifically for the project. The Project Director should contact the Design-Build Coordinator or the IS department to get the site set up. The site will contain a “MoDOT” folder, where MoDOT can post information for all teams to see, as well as individual team folder for each short-listed team. Only the individual team and MoDOT can see each respective individual team folder. Once the SharePoint site is set up, each short-listed team shall be granted access to the MoDOT folder and their respective individual team folder. The SharePoint site will be used throughout the RFP (Phase 2) process to communicate with proposers, send and receive documents and to receive the proposals. <br />
<br />
====139.8.2.2.1 Optional Draft RFP ====<br />
In some cases, the project team may choose to release a draft RFP in advance of the RFP release. This is known as an “industry review” and would typically be used only on very large projects or on projects using new and different procurement strategies or atypical risk assignments. The purpose of the industry review is to give the design-build industry the opportunity to voice questions or concerns in a confidential setting. Through the process, issues or unclear provisions in the draft RFP can be clarified or revised based on the feedback of the proposers. The allocations of specific risks can also be revised if the proposers provide feedback that a different allocation is more beneficial to both parties. The fact that the industry review process is a confidential process allows each proposer to candidly discuss the contents of the draft RFP without fear that their questions will be communicated to other proposers and minimizes the potential to “give away” its proposal strategies. After the draft RFP process, a “final” RFP will be issued. If a draft RFP process is pursued, the specifics and appropriate timeline should be reflected in the procurement schedule defined in the RFQ.<br />
<br />
====139.8.2.2.2 Confidential Meetings ====<br />
Once the final RFP is issued, the project team will conduct one-on-one confidential meetings with each of the shortlisted design-build proposers to allow them to submit their proposed scope ideas and proposed standards and designs that have been approved on other projects. This process allows the proposers to submit alternative approaches and creative solutions for approval. The project team should provide the proposers feedback on what it values according to the project goals related to the proposals without leading the proposers to technical approaches they may prefer. The discussions with individual proposers are confidential so that proposers will be encouraged to propose innovative, cost-effective solutions. <br />
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|-<br />
|[http://sp/sites/de/Designbuild/_layouts/15/WopiFrame.aspx?sourcedoc={0FFDA351-B2C6-4D81-8AE5-7E6456D45A2E}&file=Initial%20Technical%20Discussion%20Agenda.docx&action=default&DefaultItemOpen=1 Sample Kick-Off Meeting Agenda] <br />
|}<br />
MoDOT should host a separate kick-off meeting with each short-listed team to discuss the RFP bidding process, special RFP requirements and other pertinent information. A [http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Design-Build_OtherDocs/EPG/Category139-DB/139-Round-2/HelpfulDocs/Initial%20Technical%20Discussion%20Agenda.docx sample kick-off meeting agenda is available]. Typically, the subsequent meetings are held at the Proposers place of business (in the same region as the project) and will be limited to a specified number of hours and times per week, usually once per week or once every-other week. The proposers establish the agendas for the meetings. The agendas for the meetings are provided to the project team at least two business days prior to each meeting so key discipline leads may attend. <br />
<br />
The proposers may present technical solutions during the meetings. If the proposer desires, a preview of the technical concepts can be accommodated in advance of the meetings by posting the information to a secure project SharePoint site. The project team will provide verbal feedback to the Proposers on whether the proposed technical solutions achieve or exceed the project goals and meet the requirements of the RFP. Additionally, potential improvements such as Project definition changes, moving focus from one technical area to another and changes within a technical area may be identified and discussed. It is very important, however, that the playing field be kept equal for all potential bidding teams. The project team will not provide solutions to the proposers. The project team will provide consistent answers to questions in each confidential meeting to keep a level playing field.<br />
<br />
====139.8.2.2.3 Requests for Clarification====<br />
During the meetings, proposers may request clarifications to the RFP. It is important that proposers understand throughout this process that critical issues identified may require an RFP addenda, which once identified, is shared with all short listed teams and that the project team reserves the right to do so at the start of the process. The proposers may request clarifications to the RFP informally during the confidential meetings, or formally in writing. The project team may provide responses to informal requests verbally during the confidential meetings or may request that the request for clarification be submitted formally. Formal requests must be submitted on [[media:139.8.2.2(a).xls|Requests for Clarification (RFC) (Form 139.8.2.2(a))]]. The project team will determine if its responses need to be provided to all teams, on the master RFC form or to just the requesting team. Prior to responding to all teams using the master RFC Form, the specific proposer making the request will be informed of the determination that the master RFC is required and will be provided the opportunity to withdraw the question. However, the project team must reserve the right to issue RFP addenda if an issue is raised that must be corrected. Responses to formal requests will be posted on the project's SharePoint site. <br />
<br />
====139.8.2.2.4 Additional Applicable Standards (AAS) and Design Exceptions ====<br />
AASs and Design Exceptions shall be submitted by each proposer using forms provided in the RFP. AASs should be submitted using [[media:139.8.2.2(b).xls|Form 139.8.2.2(b)]]. Design exceptions must be documented on the [[media:139.8.2.2(c).xls|Design Exceptions Form (Form 139.8.2.2(c))]] and detailed on the [[media:139.8.2.2(d).docx|Design Exception Information Form (Form 139.8.2.2 (d))]]. Proposers shall be responsible for submitting enough information about the AAS or DE so that it can be adequately evaluated. The project team should encourage submittals of AASs and DEs early in the technical discussions. The project team will provide feedback regarding the acceptability of the AASs and design exceptions either verbally during the meetings or in writing (via e-mail or the secure SharePoint site). The project team will also consult with FHWA to obtain concurrence or approval, as described in the [[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|FHWA Design-Build Program Agreement]].<br />
<br />
====139.8.2.2.5 Environmental Commitments and Access Justification Reports====<br />
For some projects environmental commitments have been made prior to the RFP. In these instances it is important to document environmental commitments, and evaluate any proposed changes to the commitments. In these cases, the project team will provide a list of environmental commitments in a spreadsheet. In accordance with the RFP, a NEPA re-evaluation or revision may be required, depending on the content of each Proposal. As described in the [[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|FHWA Design-Build Program Agreement]], to prepare for any potential revision, each proposer may be asked to use the [[media:139.8.2.2(e).xls|Environmental Commitments Form (Form 139.8.2.2(e))]] to request any commitment revisions. This form may not be necessary for all projects.<br />
<br />
For some interstate projects, an Access Justification Report may be required. As described in the FHWA Design-Build Program Agreement, to prepare for a potential AJR revision, a proposer may be asked to submit a draft AJR revision, in advance of their proposal submittal to obtain concurrence from FHWA. <br />
<br />
====139.8.2.2.6 RFP Addenda ====<br />
The RFP should be continually reviewed as it is developed and throughout the RFP process, during the industry review process, if used, after the RFP has been finalized, and during the confidential one-on-one meetings. Once the RFP is issued, the project team will issue addenda as necessary, which will be incorporated into the final contract between MoDOT and the design-build contractor. The purpose of the addenda process is to supplement and make corrections to the RFP. In the typical case when no draft RFP is issued, the addenda process can be used to clarify risk allocations or make certain contract provisions more clear. However, major changes to the RFP requirements should be avoided, especially late in the process. <br />
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|-<br />
|[http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Design-Build_OtherDocs/EPG/Category139-DB/139-Round-2/HelpfulDocs/SampleAddendum.pdf Sample Addenda Cover Sheet and Issued Addenda]. <br />
|}<br />
Issued addenda should include a cover sheet and clearly identify each document change in the document(s) using tracked changes. A [http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Design-Build_OtherDocs/EPG/Category139-DB/139-Round-2/HelpfulDocs/SampleAddendum.pdf sample addenda cover sheet and issued addenda are available]. <br />
<br />
===139.8.2.3 RFP Documents===<br />
The RFP consists of the following documents:<br />
<br />
:* Book 1 – Contract language<br />
:* Book 2 – Performance requirements<br />
:* Book 3 – Applicable standards<br />
:* Book 4 – Contract drawings, documents and reports<br />
:* Book 5 – Informational (or reference) documents<br />
:* Instructions to Proposers (ITP)<br />
<br />
Normally, Books 3, 4 and 5 simply include an index of referenced documents. However, if these referenced documents are not generally available, MoDOT should place them on the project SharePoint site or make copies of each and provide them to the short-listed proposers.<br />
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|-<br />
|[[media:139 I 64 RFP.pdf|A sample RFP is available]].<br />
|}<br />
<br />
Books 1-4 and the accepted proposal are combined to create the official contract, once the project is awarded and the final negotiations process is complete. Book 5 is for information only and not contractual.<br />
<br />
Boilerplate documents are available through the Statewide Design-Build Coordinator and can be found on MoDOT Design Division’s internal SharePoint Site.<br />
<br />
====139.8.2.3.1 Book 1====<br />
The purpose of Book 1 (also referred to as the “contract”) is to define the legal parameters of the design-build contract and to provide for flexibility for the design-build contractor. The requirements for payment, change orders, project acceptance and dispute resolution are included here. This book designates the areas where, after award of the contract, the design-build contractor has the flexibility to propose cost-savings changes to the contract requirements that are equal to or better than the technical requirements. Additionally, this book distinguishes the specific areas where cost savings proposals are treated as value engineering proposals. Book 1 is fairly standard and does not typically change much from project to project, except for insurance amounts, mobilization payments, liquidated damages, escrow requirements or other project specific values.<br />
<br />
A critical exhibit to Book 1 is the definitions exhibit, applicable to all of the RFP documents. Many definitions in the RFP are unique to the Design-Build process and have been changed from the traditional design-bid-build definitions to conform to the risk allocation decisions that have been made for the project. In order to understand the technical requirements of the RFP, it is necessary to understand the applicable definitions.<br />
<br />
Examples of areas included in Book 1: <br />
<br />
:1. A description of the contract documents and how they are to be interpreted, e.g., order of precedence of the books included in the contract documents, federal requirements, project deadlines, and definitions applicable to all of the RFP documents. <br />
:2. A description of the legal obligations of the design-build contractor, including performance of all of the work in accordance with the RFP requirements and responsibility for final design. <br />
:3. Information supplied to the Design-Build contractor and the legal significance of the information. <br />
:4. Requirements for notice to proceed (NTP), scheduling and project completion. A provision that is unique to the design-build process is issuance of a notice-to proceed that allows the Design-Build contractor to begin construction of the project only after submitting a cost-loaded schedule that is necessary for MoDOT to make monthly progress payments to the design-build contractor as the work progresses. Another unique provision is that there are two NTPs on design-build. The first NTP releases the contractor to begin design. The second NTP releases the contractor to begin construction. <br />
:5. Change order procedures, including right of way and utility work that are added or deleted from the scope of the design-build contractor’s work in the RFP. Design-Build RFPs include the traditional value engineering change proposal provisions, however, a unique concept that has been developed to give the design-build contractors flexibility is the “Equal or Better” process, which allows the design-build contractor to propose innovative, cost-saving solutions in lieu of the RFP requirements. As long as these proposed solutions are equal to or better than the requirements of the RFP, the design-build contractor realizes the cost savings from using the alternatives. <br />
:6. DBE, EEO, subcontractor, labor requirements and key personnel requirements. The DBE requirements are modified for the design-build process, since the Design-Build contractor does not have the final design when it submits its proposal and therefore it cannot name all of its DBEs at the time of the proposal. The key personnel concept allows certain key personnel positions to be defined. Once identified by the Design-Build contractor, the contractor must obtain approval before replacing personnel in a key personnel position. <br />
:7. Surety bond, insurance, maintenance responsibilities, suspension, termination, default, damages and indemnification provisions. <br />
:8. Partnering and dispute resolution provisions. <br />
:9. Miscellaneous legal requirements, including provisions related to acceptance, warranties, document requirements, and cooperation and coordination with others. <br />
:10. The process for distributing the stipend to unsuccessful but responsive proposers. The stipend payment transfers ownership of ideas and intellectual property of both the successful and qualifying unsuccessful proposers. As described in the design-build rules, the stipend amount determination may consider: (A) Project scope; (B) Substantial opportunity for innovation; (C) The cost of submitting a proposal; (D) Encouragement of competition; (E) Compensate unsuccessful proposers for a portion of their costs (usually one-third to one-half (1/3 to 1/2) of the estimated proposal development cost); and (F) Ensure that smaller companies are not put at a competitive disadvantage. <br />
<br />
====139.8.2.3.2 Book 2====<br />
Book 2 provides the project specific technical requirements of the RFP. The purpose of the technical requirements is to define the “box” that the design-build contractor needs to stay within in designing and building the project. To invite innovation, the technical requirements should be as flexible as possible to maximize the proposer’s ability to meet or exceed the project goals. However, if there are specific items that are absolutely required as part of the project, those should be specifically identified. Book 2 can also include items not typically found in any state specifications but could be considered special provisions to a particular project, such as environmental requirements, third party agreement requirements or public information requirements.<br />
<br />
In preparing the technical requirements, standard operating requirements and procedures may be modified, where appropriate, to better fit the flexible design-build process and conform to the risk allocation decisions applicable to the project. Requirements detailed in third party agreements shall be negotiated with the third party as required to further define the minimum applicable requirements. Although difficult, an objective of Book 2 is to balance defining the minimum acceptable requirements applicable to the project while providing the design-build contractor with the maximum flexibility possible. <br />
<br />
This book outlines deliverables, the timing of them, and whether items are for approval or not.<br />
<br />
The general technical areas that are addressed in Book 2 include: <br />
<br />
:'''1. Basic Configuration.''' The basic configuration provides the overview of the final product, or what the project will achieve when it is completed. It is a concept of the “envelope” of right of way and physical requirements that the design-build contractor will have to design and construct the project. The basic configuration is usually based upon the design in the environmental documents prepared for FHWA approval of the project. However, if no design of this nature exists or if the environmental document design does not adequately define the “envelope”, the basic configuration may be based upon design work performed specifically for this purpose. MoDOT typically uses broadly defined basic configuration definitions to promote design flexibility, and does not include preliminary design requirements.<br />
<br />
:The purpose of the Basic Configuration definition is to define the degree of design flexibility provided to the design-build contractor and the degree to which the design–build contractor can rely upon the owner-supplied preliminary design included in the Request for Proposals (RFP).<br />
<br />
:In order to provide the design-builder with the most design flexibility, any owner-supplied preliminary design work should be provided for “information only”. By doing this, the design-build contractor is not required to follow the preliminary design but, in return, cannot rely upon the preliminary design documents included in the RFP. Since there usually are key project components that are identified in the preliminary design that form the foundation of a project’s scope, the MoDOT project team could choose to include those key project components in a basic configuration definition and thereby make the referenced components contract requirements. <br />
<br />
:The basic configuration concept serves the following purposes: <br />
::a. It allows the MoDOT project team to define the minimum requirements or “must have” project components. <br />
::b. It defines the basic elements of the project from which the Design-Build contractor may not deviate without an Project Director approved change order. <br />
::c. It defines which elements of the preliminary design, if any, are contract requirements. <br />
::d. It allows the MoDOT project team to define the degree of flexibility provided to the design-build contractor in its design of major project elements, usually referred to as the “design window”. <br />
::e. It allows the Design-Build contractor to incorporate changes to the provided preliminary design within the defined “design window” which establishes design flexibility. <br />
::f. It gives the Design-Build contractor the flexibility to optimize their proposed design. <br />
<br />
:The contract documents contain provisions restricting the design-build contractor from making changes to the basic configuration without owner approval. Additionally, provisions address that if the basic configuration is not constructible, the owner will pay the design-build contractor’s costs of correcting or addressing the problem. Therefore, the more defined the basic configuration, the more risk MoDOT assumes.<br />
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|-<br />
|Examples of [[media:139 Sample Basic Configurations.pdf|Basic Configuration definitions on MoDOT design-build Projects are available]].<br />
|}<br />
<br />
:The Basic Configuration definition usually includes a general description of the project termini, right of way limits, the general types and locations of interchanges and the numbers of lanes and lane widths. MoDOT’s approach is to limit the basic configuration definition to the minimum requirements that are absolutely necessary for the project, e.g., right of way limitations based on intergovernmental agreements.<br />
<br />
:'''2. Project Management.''' The project management performance requirements include the invoicing, scheduling and co-location requirements necessary to manage the project. <br />
<br />
:'''3. Quality Management.''' Defines the quality management performance requirements for the project, including required Quality Manual information, materials management and quality oversight.<br />
<br />
:'''4. Public Information.''' The public information performance requirements may define the responsibilities for the design-build contractor in regards to certain communication efforts, including the timelines for requests for information and emergency situations.<br />
<br />
:'''5. Environmental Requirements.''' This section defines the minimum environmental performance requirements for the project, typically outlined from the approved project environmental documents. <br />
<br />
:'''6. Third Party Agreements.''' This section includes a summary of third party agreements and related minimum performance requirements including finalized and future agreements. <br />
<br />
:'''7. Utility Relocations.''' Since the final design is not known at the time of the proposal, a master utility agreement that defines the processes that the utility owner, MoDOT and the design-build contractor will follow is typically required. This section includes performance requirements regarding utility tracking reporting and the work order process.<br />
<br />
:'''8. Right of Way.''' This section communicates performance requirements regarding right of way, including rules and risk allocations for additional acquisitions, if needed.<br />
<br />
:'''9. Survey.''' Provides survey control and datum performance requirements and other survey performance requirements.<br />
<br />
:'''10. Geotechnical and Earthwork.''' This section details the geotechnical report and assigns risk regarding provided geotechnical borings.<br />
<br />
:'''11. Signing, Pavement Marking and Lighting.''' This section provides minimum performance requirements for signing, pavement markings and lighting. <br />
<br />
:'''12. Drainage.''' This section provides minimum performance requirements for drainage.<br />
<br />
:'''13. Roadways and Pavements.''' This section provides minimum performance requirements for roadways and pavements, including AJR, local road, driveway and bicycle and pedestrian requirements. <br />
<br />
:'''14. Signals and Intelligent Transportation Systems (Traffic Management Systems).''' This section provides minimum performance requirements for traffic management systems.<br />
<br />
:'''15. Structures.''' This section provides minimum performance requirements for structures.<br />
<br />
:'''16. Maintenance of Traffic.''' This section provides minimum performance requirements for the maintenance of traffic plan, traffic control plans and detours. <br />
<br />
:'''17. Maintenance during Construction.''' This section provides minimum performance requirements for maintenance during construction and assigns risk for project maintenance during the design-build contract. <br />
<br />
:'''18. Optional sections.''' Project specific topics such as performance requirements for landscaping, aesthetics or safety can be included in this section. <br />
<br />
:'''19. Modifications to Standard Specifications and Special Provisions.''' While most of the standard specifications and special provisions are applicable to Design-Build projects, some of them must be modified in some manner to reflect the design-build process. As an example, the price adjustments for nonconforming but acceptable work are applicable to design-build projects, but design-build projects have no unit prices that are contemplated in the standard specifications. Therefore, if price adjustments are used for the project, the specification or special provision should be modified for the design-build process. <br />
<br />
====139.8.2.3.3 Book 3====<br />
Book 3 includes the applicable standards. In addition to the applicable standards, which include industry standards such as AASHTO and FHWA manuals and standards, the proposers can propose alternate FHWA approved standards, specifications and requirements. Additionally, the proposers has the option of using MoDOT’s standards, specifications and requirements as a baseline and proposing alternative standards for specific portions of the project. The additional or alternate standards ultimately approved are referred to as “Additional Applicable Standards (AASs).” <br />
<br />
Book 3 documents provide the design-build contractor the requirements that cannot be modified except through a value engineering and/or design exception process. As such, the risk of changes to Book 3 documents rest upon the design-build contractor. If standards or specifications in Book 3 are amended after the proposals have been submitted at MoDOT’s request, MoDOT assumes the risk associated with these changes. <br />
<br />
Book 3 documents include the federal standards and requirements applicable to all projects and the contractor’s proposed standards, requirements and specifications. For example, AASHTO standards, ANSI standards, FHWA guidelines and MoDOT or other DOT and FHWA applicable design standards are included in Book 3. Even with the flexible design-build model, design-build contractor teams still have to meet quality & safety laws and requirements (federal and state). Since design manuals have been written as internal, guidance documents they must be reviewed to ensure that their provisions are enforceable, either by incorporating enforceable requirements in Book 2 or by making revisions to the manuals in Book 3. <br />
<br />
====139.8.2.3.4 Book 4====<br />
The purpose of Book 4 is to provide the design-build contractor with the data, reports and studies for which MoDOT guarantees the accuracy and assumes the risk for any necessary changes. Book 4 documents typically include the project right of way plans and any requirements from which the Design-Build contractor cannot deviate, such as architectural requirements that are applicable to the project’s corridor. Specific sections of Book 2 are used to clarify the risk assignment of documents in Book 4.<br />
<br />
Some examples of Book 4 documents include third party agreements (those between MoDOT and an entity other than the design-build contractor) that the design-build contractor will be required to comply with, permits obtained for the project, and applicable NEPA environmental documents. Book 4 may also include geotechnical or hydrological data, studies and reports, if the project team decides during the risk assessment/risk allocation process that the accuracy can be guaranteed. The most important analysis to perform is a determination of which of the documents it will accept the risk of accuracy (Book 4, contract drawings, data and reports) and which will be provided to the Design-Build contractor for information only (as reference documents in Book 5).<br />
<br />
====139.8.2.3.5 Book 5 (For Information Only)====<br />
The fifth group of documents in the RFP process is “reference documents”, which are informational only. The sole purpose of the reference documents is to provide the proposers with as much information as possible without guaranteeing the accuracy of the documents.<br />
<br />
Reference documents might include any preliminary reports or design documents that have been prepared for the project that are not included in any other book. The reference documents are provided to the design-build contractor for information only, and the contractor is not entitled to a change order for any errors or omissions in them.<br />
<br />
====139.8.2.3.6 Instructions to Proposers (ITP)====<br />
The purpose of the ITP is to define the expectations for the form and contents of the proposals and to describe the criteria that will be used for scoring. Specifying the format of the proposals ensures that the proposals will be uniform and easily comparable. Additionally, a uniform and consistent format focuses the proposers on the substantive contents of their proposals.<br />
<br />
The ITP provides instructions on the required form and content of the proposals, as well as how to propose alternatives to the project scope and standards, specifications and requirements detailed in the proposal. Additionally, the ITP includes a description of the criteria that will be used to evaluate the proposals and the formula or methods used to score them. <br />
<br />
The prioritized evaluation criteria provides insight to proposers on how to best meet the project goals. With well-defined scoring criteria, it should be evident how the scoring criteria relates to the project goals. The inclusion of this evaluation criteria is required by MoDOT statute and rules. <br />
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|-<br />
|[[media:139 Sample Scoring Criteria.pdf|Examples of scoring criteria used on design-build Projects]] are available.<br />
|}<br />
=====139.8.2.3.6.1 Contractor Selection Criteria=====<br />
======139.8.2.3.6.1.1 Purpose and Objective of the Selection Criteria======<br />
The selection criteria define not only how the proposals are going to be evaluated, but provide insight to the proposers about the relative importance of the various elements of the project and project goals. The primary objectives in developing the selection criteria is to demonstrate what requirements are most important, and to determine what criteria will help identify the best value proposal. The selection criteria are provided in the ITP in order to assist the proposers in tailoring their proposals to best meet the project goals. Additionally, the ITP identifies the rules for the proposal process, such as how clarifications will be addressed, what communication will be allowed, what conflict of interest rules are applicable, and what laws and procedural requirements are applicable.<br />
<br />
======139.8.2.3.6.1.2 Selection Criteria Process Options======<br />
Pursuant to the design-build rules, the selection criteria options on a standard Design-Build selection include: lowest price, adjusted low-bid; meets criteria/low bid; weighted criteria process; fixed price/best design or “build to budget”; and best value.<br />
<br />
:1. The “lowest price, adjusted low-bid” procedure is a process where the price of each proposal is divided by the respective proposal's qualitative criteria score, and the lowest adjusted price is selected. <br />
:2. The “meets criteria/low bid” procedure is a process where proposals must meet or exceed the criteria set forth in the RFP to be eligible and of the eligible proposals, the lowest priced proposal is selected. <br />
:3. The “weighted criteria” process is a form of best value selection where maximum point values are pre-established for both qualitative and price criteria, and the award is made to the proposal with the highest point score. <br />
:4. The “build to budget” selection is a form of the best value selection where the contract price is fixed, the qualitative criteria is set forth in the RFP, and the proposal that best meets or exceeds the qualitative criteria is selected. <br />
:5. The best value selection is determined based on which proposal best meets a combination of price and qualitative criteria.<br />
<br />
The criteria that will be used to evaluate the “best value” for MoDOT on all of the above five processes are set forth in the Instructions to Proposers (ITP), which is issued simultaneously with the RFP. Pursuant to the design-build rules, the ITP will clearly specify all factors and significant sub-factors and their relative importance that will be used to select the proposal that provides the best value. The factors and sub factors should reflect the goals of the project.<br />
<br />
======139.8.2.3.6.1.3 Selection Criteria Process Method Selection======<br />
The ITP will indicate the method that will be used to evaluate the selection criteria. The selection criteria should be focused on the identifying the proposal that best meets or exceeds the project’s goals. There are a number of common items found in many ITPs such as a description of the project, the RFP documents, the estimated cost of the project, the procurement schedule, the goals for the project, and the general procurement process, including the industry review procedure (if used). The selection criteria for each project should be unique and tailored to the desired outcome. While most of the following example issues are important, when developing the selection criteria, MoDOT will need to rank these and other project-specific criteria to determine which selection criteria process will best meet the project goals.<br />
<br />
:* What are the project goals?<br />
:* Are there public involvement needs with the project? <br />
:* How critical is inconvenience to the public important? <br />
:* Would the project benefit from local design and construction experience? <br />
:* How critical is a contractor’s design-build experience? <br />
:* Are there environmental compliance needs? <br />
:* How critical is the budget? <br />
:* Would the project benefit from contractor partnering? <br />
:* How critical is the schedule? <br />
:* Is the contractor’s approach to quality management important? <br />
:* Would the project benefit by providing additional flexibility to the contractor? <br />
:* Are there critical management systems/philosophies? <br />
<br />
The selection criteria should communicate the expectations and desires for the project while being in line with the project goals. When developing proposal scoring criteria, it is also important to ask, “How will this be scored?” to ensure the information requested in the RFP can be evaluated fairly in a short amount of time.<br />
<br />
=====139.8.2.3.6.2 Contents of the Instructions to Proposers=====<br />
The ITP should include a description of the definitions applicable to the proposals, the project goals, the maximum contract price, and the Basic Configuration (or “envelope”) available for the project. Many of the items described in the ITP may cross-reference the RFP.<br />
<br />
The ITP should specify which contractor team members are considered “Major Participants”. These members will need to supply required information such as bonds and federal and state required certifications.” Since many proposing teams are joint ventures and these joint venture will only exist as related to the project, commitments and information are needed for the larger members of the joint venture teams.<br />
<br />
The ITP will also include a description of the proposal process, which provides for communications, industry review, discussions with proposers regarding their innovative ideas, submission of draft and final proposals and AASs. Confidential proposal discussions are used to provide the proposers with a maximum amount of flexibility while maintaining the requirements in the RFP.<br />
<br />
The ITP includes a format, or outline, for the proposals. As part of the format, it is beneficial to include as many forms as possible so it is clearly understood what information and in what form the proposal should be submitted. <br />
<br />
The critical element in the ITP is a description of how the proposals will be evaluated (the selection criteria). While the project team has broad discretion to determine the evaluation factors, budget and the quality of the service will always be included as factors for design-build projects. The specific rating method or combination of methods is clearly specified in the ITP, including color or adjectival ratings, numerical weights and ordinal rankings. <br />
<br />
The ITP should include the bonding requirements including the amount and the format for the bonds. Additionally, it should require the proposers to submit a detailed plan for meeting the project DBE goal or goals for design and construction. The evaluation of the proposals must be based solely on the factors and subfactors listed in the ITP. <br />
<br />
The ITP should specify exactly what information is needed to evaluate the proposals. For example, the ITP may ask for the proposing team’s approach to quality management, and then may specify that the team needs to submit its approach and commitments to quality policy, planning, assurance, control and improvement. (As the best-value proposal becomes contractual, experience has shown that it is beneficial to require commitments from the proposers as well as approaches.)<br />
<br />
The ITP should include a list of required forms and reports that must be submitted with the proposals for evaluations. These forms represent the proposer’s commitments and will be contractual.<br />
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|-<br />
|[[media:139 I 64 ITP.pdf|A sample ITP]] is available.<br />
|}<br />
<br />
The evaluation criteria should specify which criteria are pass-fail and how the remaining factors will be weighted. Weighting of the factors can be based on factors or can be broken down to subfactors. <br />
<br />
===139.8.2.4 Authorization to Release RFP===<br />
Authorization to advertise and release the RFP document must be provided by FHWA. The project authorization given by FHWA will not be issued until the following are accomplished:<br />
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|-<br />
|Details on project authorization are available in the [[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|FHWA/MoDOT Design-Build Program Agreement]].<br />
|-<br />
|An [[media:139 Project Certification Example.pdf|example of project certification]] is available.<br />
|}<br />
:* FHWA Approval of the RFP<br />
:* Project Certification<br />
:* Approval of Project Financial Plan, if required.<br />
<br />
'''FHWA Approval to Release the RFP'''<br />
<br />
Following FHWA’s approval of the RFP, submittal of the written certification and review or approval of the project FP, the project must be approved by FHWA in the Fiscal Management Information System (FMIS), FHWA’s financial database. The FMIS approval/authorization will constitute FHWA approval to release the RFP. The Project Director should work directly with their assigned FHWA Transportation Engineer to ensure all items are completed per the CFR and per the FHWA/MoDOT Design-Build Program Agreement.<br />
<br />
===139.8.2.5 Proposal Evaluations===<br />
When the final proposals and price allocations are received, the price allocations will be separated from the proposals and will not be opened until completion of the proposal evaluations. Before proposal evaluations begin, the proposal documents undergo a compliance review to ensure the proposal is a complete, responsive proposal. Staff from External Civil Rights should review proposals for DBE compliance. Pursuant to state statute, at least two responsive proposals must be received in order to award the design-build contract.<br />
<br />
A confidential Proposal Evaluation Procedures document shall be created for each design-build project. The document shall include details of maintaining confidentiality of the proposals, scoring team organization and roles, scoring procedures and evaluation criteria, including compliance reviews. Each member of the scoring team shall sign the [[media:139.1.3.doc|Confidentiality Agreement (Form 139.1.3)]] and the [[media:Form 139.8.2.5a.docx|Proposal Conflict of Interest Form( Form 139.8.2.5)]]. Past experience has shown that holding preparation meetings with each scoring team in advance of receiving the proposals is very beneficial. Teams should be reminded that the rating method specified in the ITP must be used. After scoring is complete, The Project Director, with input from evaluation team members if needed, will prepare a Final Recommendation Report.<br />
<br />
An example of proposal rating criteria used on past projects is below. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! width=250 style="background:#BEBEBE" |Rating!! width=650 style="background:#BEBEBE" |Description<br />
|-<br />
| align="center"|Exceptional +/– ||The proposer has demonstrated an approach that is considered to significantly exceed stated requirements/objectives and provides a consistently outstanding level of quality. There is little or no risk that the proposer would fail to significantly exceed the project goals.<br/>This rating is worth 85% – 100% of the available points.<br />
|-<br />
| align="center"|Good +/– ||The proposer has demonstrated an approach that is considered to exceed stated requirements/objectives and offers a generally better than acceptable quality. There is little risk that the proposer would fail to exceed the project goals.<br/>This rating is worth 60% – 84% of the available points.<br />
|-<br />
| align="center"|Acceptable +/– ||The proposer has demonstrated an approach that is considered to meet the stated requirements/objectives and has an acceptable level of quality. There is little risk that the proposer would fail to meet the project goals.<br/>This rating is worth 20% – 59% of the available points.<br />
|-<br />
| align="center"|Poor ||The proposer has demonstrated an approach that is considered to fail to meet the stated requirements/objectives and/or provides unacceptable quality and/or demonstrates little reasonable likelihood of meeting the project goals.<br/>This rating is worth 0% – 19% of the available points.<br />
|-<br />
|colspan="2"|NOTE: As used above +/– delineates the proposer’s rating within the related rating (i.e., + shall be considered as high within the rating and – shall be considered as low within the rating).<br />
|}<br />
</center><br />
For the purposes of evaluating proposals, a strength represents a part of the proposal that ultimately represents a benefit to the project and is expected to increase the proposer’s ability to meet or exceed the project goals. <br />
<br />
:* Significant strength has a considerable positive influence on the proposer’s ability to meet or exceed the project goals.<br />
:* Minor strength has a slight positive influence on the proposer’s ability to meet or exceed the project goals.<br />
<br />
For the purposes of evaluating Proposals, a weakness represents a part of the proposal that detracts from the proposer’s ability to meet the project goals or may result in inefficient or ineffective performance. <br />
<br />
:* Significant weakness has a considerable negative influence on the proposer’s ability to meet the project goals. <br />
:* Minor weakness has a slight negative influence on the proposer’s ability to meet the project goals.<br />
<br />
===139.8.2.6 Proposal Selection and Project Award===<br />
After proposal evaluations are complete, a proposal is selected and the Final Recommendation Report is generated. This report, often in the form of a presentation, should include information on the scoring criteria, including the relationship between the scoring criteria and the project goals, a detailed synopsis of Proposals received and scoring outcomes for each category. <br />
<br />
The Project Director will present the Final Recommendation Report to the Executive Recommendation Committee, which may includes the Director of Transportation, Chief Engineer, Chief Financial Officer, Assistant Chief Engineer and District Engineer. Additionally, FHWA and Chief Counsel’s Office should be represented at the meeting. Please note that each member of the Executive Recommendation Committee shall sign a [[media:Form 139.8.2.5a.docx|Proposal Conflict of Interest Form (Form 139.8.2.5)]] and, if not previously signed, the [[media:139.1.3.doc|Confidentiality Agreement (Form 139.1.3)]]. <br />
<br />
<div id="The Executive Recommendation Committee will consider"></div><br />
The Executive Recommendation Committee will consider the supporting information and recommendation and will select the final apparent best value proposal, which will be presented to the Missouri Highways and Transportation Commission (MHTC) in closed session. The MHTC will consider the supporting information and final recommendation and will select the best value proposal. The Commission's selection of the best value proposal also serves as the Commission's formal design approval for the project. Upon selection, concurrence of the award shall be obtained from FHWA before the award is announced publicly.<br />
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|-<br />
|An [[media:139 Commission Award Example.pdf|example of a Commission Award Back-up Information form]] and the [[media:139.8.2.6(b).docx|Contract Execution Authority Memo]] are available. <br />
|}<br />
<br />
Upon final selection of the best value proposal, all proposers should be notified whether or not they will be recommended as the best value proposer for the project. The best value proposer should be asked to attend the public MHTC meeting in person. At the public MHTC meeting, the Project Director will request the MHTC’s approval of the best-value award, approval to negotiate a contract with the best-value proposer and pay the project stipend to the losing proposers. Once the project has been awarded, the best value proposal should be announced through a press release and/or posting on the project website. Typically, a news conference has been held following the MHTC meeting to discuss the project details with the media in the project area. The need for a news conference will be dependent on the size of the project and/or public interest in the project.<br />
<br />
'''Project Stipends'''<br />
<br />
After the project award is announced, the project team may elect to offer debriefing meetings to all proposing teams, including those that did not submit the best-value proposal, to give feedback on their proposals. As described in the RFP, the stipend distribution process is followed. Each losing team must sign a [[media:139.8.2.6.doc|Stipend Release Form (Form 139.8.2.6)]] before receiving a stipend for their proposal. Once the Stipend Release Form has been completed and the stipend paid, the Commission retains the right to use ideas from both successful and unsuccessful proposers. Proposers submitting non-responsive proposals are not eligible for payment of the stipend.<br />
<br />
===139.8.2.7 Contract Negotiations===<br />
The contract will be finalized through a negotiation process. If no final agreement is reached between MoDOT and the proposer with the apparent best value proposal, MoDOT reserves the right to pay the stipend to the apparent successful proposer and to negotiate a contract with another proposer with the second highest score. Confidentiality remains critical until all stipends are paid and the contract executed.<br />
<br />
During contract negotiations, the proposer with the best value proposal may review the other submitted proposals once the stipends have been paid. Ideas from the other proposals may be negotiated and incorporated into the best value proposal with concurrence of the winning proposer.<br />
<br />
=139.9 Contract Execution=<br />
<br />
==139.9.1 Project Management==<br />
Once a design-build contractor has been selected and a contract has been executed, there are several procedures that the project team can implement to help ensure success on the project. Effective processes will vary depending on the design-build contractor involved, the size of the project team and the size and complexity of the project. However, it is important to continue to live the design-build values throughout the contract, focusing on “what the contract says” and always evaluating "want vs. need."<br />
<br />
After the contractor has been selected, the project management team should meet on a weekly basis and discuss the progress of partnering with the contractor. Ideally, the project team and the contractor team will be co-located and will have scheduled weekly meetings. Co-location of MoDOT staff with contractor and consultant staff allows for easier collaboration and problem solving throughout the project and aids in partnering. The weekly project management team meetings should be focused on managing delivery of the project, addressing any issues and maintaining the goals of the project.<br />
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|-<br />
|[http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Forms/AllItems.aspx?RootFolder=%2Fsystemdelivery%2FRW%2FDesignbuild%2FShared%20Documents%2FDesign%2DBuild%5FOtherDocs%2FEPG%2FCategory139%2DDB%2F139%2DRound%2D2%2FHelpfulDocs%2FPartnering Example partnering documents, including the partnering charter, partnering surveys and partnering report from The New I-64 Project are available.]<br />
|}<br />
A partnering charter and process between MoDOT and the contractor is essential to a successful project. [http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Forms/AllItems.aspx?RootFolder=%2Fsystemdelivery%2FRW%2FDesignbuild%2FShared%20Documents%2FDesign%2DBuild%5FOtherDocs%2FEPG%2FCategory139%2DDB%2F139%2DRound%2D2%2FHelpfulDocs%2FPartnering Example partnering documents, including the partnering charter, partnering surveys and partnering report from The New I-64 Project are available.] The charter establishes the general ground rules and processes which will be used as the two teams work together to deliver the project. However, the MoDOT project team must remember that the contractor must comply with the terms of the contract documents above all else. A common mistake on previous projects has been the failure to distinguish between contract compliance and being a “good partner.” While on all projects there are times that it is appropriate to be flexible with a resolution to a specific problem, with design-build it is critical that the contractor complies with the terms of the contract documents.<br />
<br />
It is often useful to have regular task force meetings where MoDOT, the designer and the contractor discuss the progress being made, and resolve issues or disagreement as they occur. Specific disciplines that may benefit from task forces meetings include roadway, drainage, structures, maintenance of traffic, quality and utilities. MoDOT would then use internal management meetings with the project team to discuss any outstanding issues or conflicts identified in the task force meetings. Based upon the contract, responses are prepared and provided to the contractor team to resolve the issues in a timely fashion. <br />
<br />
Since each design-build project and each design-build contractor are different, project teams are encouraged to try to be flexible in the approach to the various processes. However, experience has shown that for items such as change orders, potential disputes, and responses to the contractor, the more defined the internal processes are the smoother the project will proceed.<br />
<br />
==139.9.2 Contract Invoicing and Payment==<br />
Design-Build contracts typically include lump sum pay items for which payments are made to the Design-Build Team based on the percentage completion of activities defined within the Work Breakdown Structure. Progress payments will be based on an estimate of physical percent complete of the work, not on measured quantities (except where specifically stated in the contract). Progress payment amounts are calculated by multiplying the percent complete for each work breakdown activity by the cost associated with that activity.<br />
<br />
Monthly invoices are reviewed based on the Contractor provided Work Breakdown Structure and Baseline Schedule or Recovery Schedule, as defined in the contract documents. The Contractor will submit an invoice and progress report at regular intervals which are used to determine progress payments based on the percentage of work completed for each work breakdown activity. Payment must be supported by documentary evidence that work items allowed have actually been done. Evidence may be in the form of quality reports, daily inspection reports, scale tickets, diary entries, material receipts, audits, etc. The requested invoice shall be signed by the Project Director, Deputy Project Director or designated staff.<br />
<br />
If errors are found on the Contractor invoice, the Project Director, Deputy Project Director or designated staff should contact the Contractor and request a corrected invoice. The invoice should be sent back to the Contractor for corrections, and '''they must re-date the invoice''' and re-submit to MoDOT. If the Contractor makes an error and requests more reimbursement than allowed by the contract, the Project Director, Deputy Project Director or designated staff may submit the invoice and authorize payment of an amount less than the invoice requests. The reasons for paying an amount different than the amount allowed by the Contract or Contractor invoice must be clearly documented.<br />
<br />
After the invoice has been reviewed and approved by the project team, a Daily Work Report will be created in AWP for the dollar amount to be paid. Once the DWR is approved, an Estimate shall be generated and approved by the Project Director or designated staff for the current Estimate pay period that corresponds to the invoice approval date.<br />
:Note: For contracts awarded before March 1 2024 that have been submitting vouchers for contractor payments can continue using this procedure for the life of the contract. The following guidelines shall be used:<br />
<br />
After the invoice has been reviewed and approved by the project team, it must be submitted electronically to Financial Services at [mailto:Contractual.Payments@modot.mo.gov Contractual.Payments@modot.mo.gov]. The invoice submittal should include the following: <br />
<br />
:*Project Name<br />
:*Project Number<br />
:*Copy of the approved contractor invoice<br />
:*Invoice number<br />
:*Payment amount<br />
:*Total payment amount to date.<br />
<br />
Each invoice must be submitted with the necessary supporting documentation and must be numbered in sequential order and label the final invoice as FINAL. The invoice shall be based on the total incurred cost during the invoice period.<br />
<br />
Design-Build owner consultant invoices should be submitted using the Contractual Payments Library.<br />
<br />
==139.9.3 Quality Oversight (Owner Acceptance)==<br />
MoDOT’s Oversight approach includes all activities performed by MoDOT to evaluate the degree of compliance with Contract requirements. Design acceptance activities by MoDOT include reviews of plans, specifications, and other documents prepared by the Design-Builder. Construction Acceptance activities include Acceptance sampling, testing, and inspection of the work by MoDOT. MoDOT will use an audit approach for assessing the contractor’s performance. This will entail checking on a sampling basis whether the Work is complying with the requirements of the contract documents. <br />
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|-<br />
|A [https://epg.modot.org/files/d/d1/139.9.3_270N_QOP.pdf sample Quality Oversight Plan] is available.<br />
|}<br />
<br />
At the completion of the project, MoDOT is required by [http://www.gpo.gov/fdsys/pkg/CFR-2013-title23-vol1/xml/CFR-2013-title23-vol1-part637.xml 23 CFR Part 637] to provide a materials certification for the project. The certification will conform in substance to Appendix A of 23 CFR Part 637 Subpart B. The certification will be prepared and submitted at the project level by persons intimately familiar with the project. The basis for the materials certification will be upon implementation of a quality assurance program meeting the criteria of 23 CFR Part 637.<br />
<br />
Quality assurance as defined in 23 CFR 637.203 Definitions is “All those planned and systematic actions necessary to provide confidence that a product or service will satisfy given requirements for quality.” MoDOT has developed a Quality Assurance Program unique to Design-Build Projects. Quality Assurance includes the Contractor’s activities, both “Quality Control” and “Quality Assurance”, as defined in the Contractor’s approved Quality Manual and MoDOT’s Quality Oversight responsibilities.<br />
<br />
MoDOT is responsible for assembling qualified staff to administer Design-Build Projects and use existing Department Quality Management resources (for example, MoDOT’s Central Laboratory) for specialized testing not performed on Project sites.<br />
<br />
MoDOT performs verification sampling and testing on Design-Build Projects. MoDOT’s established System Based Independent Assurance Program is utilized on Design-Build Projects. <br />
<br />
An [http://www.fhwa.dot.gov/publications/research/infrastructure/12039/12039.pdf FHWA Technical Brief] regarding construction quality assurance for Design-Build highway projects is available.<br />
<br />
===139.9.3.1 Quality Management Systems===<br />
<br />
The contractor shall provide quality management on the project to ensure the work and materials meet or exceed all contract requirements. The contractor shall develop, implement, and maintain quality control (QC) and quality assurance (QA) for the work. The contractors Quality Manager (QM) shall be responsible for the implementation of the Quality Management Plan (QMP) and shall oversee all QC and QA activities during all phases of the project including all sub-contracted work. The QM will designate a QC and QA lead that will be assigned to the project full time during construction and may assign a separate QC/QA representative during the design phase. The Quality Manager shall report directly to the contractor’s executive management team only and shall have no responsibilities in the production of Work.<br />
<br />
====139.9.3.1.1 Quality Management Plan (QMP)====<br />
The contractor shall develop, implement, and maintain a Quality Management Plan (QMP) that will ensure the work meets or exceeds all contract requirements, and provides a record of acceptance of the work and material. The QMP shall address all QC and QA inspection and test requirements of the construction Work. The QMP shall be continuously improved throughout the delivery of the entire Project. Any QMP modifications require the approval of MoDOT’s Project Director. All modifications shall be tracked in an indexed table containing QMP version numbers, revision dates and corresponding section(s) changed with each revision. <br />
<br />
MoDOT and FHWA’s approval of the Quality Management Plan is required prior to issuing NTP2. The approved QMP shall be considered a Book 3 Contract Document and must be approved by MoDOT before any construction takes place.<br />
<br />
The contractor shall establish a document control procedure. This procedure will describe the project file structure for all documents required in the QMP, including a file naming system and folder structure. The document storage shall be stored in the project management system selected by MoDOT that allows quick access to all documents. The contractor and its required staff will be granted access to the system to upload all Project documents, including correspondence, administrative, design, construction, quality, and inspection documentation.<br />
<br />
The contractor shall ensure that all laboratories performing testing participate in and achieve a score of three or greater in the AASHTO Accreditation Program (AAP) and/or ASTM Cement and Concrete Reference Laboratory (CCRL) proficiency sample programs for the tests being performed by that laboratory. Equipment within laboratories shall be made accessible for Independent Assurance Testing, and project oversight performed by MoDOT and FHWA.<br />
<br />
At a minimum, the Quality Management Plan shall include the following:<br />
:* General organizational structure of the contractor’s production and QC/QA staff.<br />
:* Name, qualifications, and job duties of the QM and all QC/QA inspectors (include everyone that will perform material testing on project).<br />
:* A procedure describing QC and QA Inspections.<br />
:* A procedure describing QC and QA Testing.<br />
:* A procedure describing material receiving.<br />
:* An Inspection and Test Plan (ITP).<br />
:* A document control procedure for electronically recording and tracking of all correspondence, Request for Information (RFIs), Field Design Changes (FDCs), and all Quality Control and Quality Assurance Activities including inspection reports, checking and testing activities within Oracle Aconex.<br />
:* A procedure for tracking non-conforming and deficient work, and corrective action requests.<br />
:* A procedure to resolve discrepancies between QC and QA test results.<br />
:* A list of work items that will be sub-contracted and the QC/QA personnel who will be responsible for inspection and testing of the sub-contracted work.<br />
:* A list of QC hold points and a procedure for addressing any issues found during the QC hold point inspections.<br />
:* A list of QA hold points and a procedure for addressing any issues found during the QA hold point inspections including notification, correction, and establishing a new hold point.<br />
:* The frequency of review of the quality management system by the Contractor’s top management and the procedure for making revisions to the QMP.<br />
:* References to specific applicable QC/QA plans such as asphaltic concrete pavement or portland cement concrete pavement.<br />
:* Forms to be used by the QC and QA staff.<br />
:* Format for the weekly schedule and work plans.<br />
:* Format for monthly production and testing meetings including submittal requirements.<br />
:* A procedure for project closeout, including a quality documentation audit that verifies all project documentation is accurate and complete.<br />
:* A document control procedure for electronically recording and tracking as-built final documents.<br />
:* A defined QC/QA procedure for review of all plans during the design stage.<br />
:* A defined method of responding and implementing internal and external RFIs, Non-Conformance Reports (NCRs), Corrective Action Requests (CARs), and FDCs during construction.<br />
<br />
'''Inspection and Testing Plan (ITP)'''<br />
<br />
At a minimum, the [https://epg.modot.org/forms/CM/Inspection_and_Testing_Plan_ITP.xls standard ITP] shall be the basis to the project-specific ITP. Any modifications shall be highlighted and Approved by MoDOT. The QC and QA inspections shall be performed for all on-site Work per the project ITP.<br />
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Completed daily inspection checklists, hold point checklists, inspection reports, and associated test reports shall be saved electronically for all work performed by the prime and subcontractors before payment. <br />
<br />
'''Quality Control and Quality Assurance'''<br />
<br />
QC staff shall remain independent of QA staff. QA staff shall have no responsibilities in the production of work and the role is to verify the performance of the QC inspection and testing. QA and QC inspection and testing may not be substituted for each other or performed by the same person. QA staff will report directly to the QM.<br />
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All QC/QA personnel who perform sampling and/or testing are certified by the MoDOT Technician Certification Program or a certification program that has been approved by MoDOT for the sampling and testing they perform.<br />
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Any QC/QA personnel determined in sole discretion of MoDOT’s Project Director to be incompetent, derelict in their duties, or dishonest, shall at a minimum, be removed from the project. Further investigation will follow with a stop work notification to be issued until the contractor submits a corrective action report that meets the approval of MoDOT.<br />
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'''Material Receiving'''<br />
<br />
The QMP shall include a procedure for performing material receiving inspections. The procedure shall address inspections for all material delivered to the site (excluding testable material such as concrete, asphalt, aggregate, etc.) for general condition of the material at the time it is delivered. The material receiving procedure shall record markings and accompanying documentation indicating the material is MoDOT accepted material (MoDOT-OK Stamp, PAL tags, material certifications, etc.).<br />
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All required material documentation must be present at the time of delivery. Material receiving reports shall be completed and saved electronically before payment is made following the delivery.<br />
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===139.9.3.2 Quality Verification and Oversight===<br />
MoDOT’s quality verification will use an audit approach for assessing the Contractor’s performance including but not limited to, Production, Quality Control, and Quality Assurance. This will entail checking on a random sampling basis to determine if the Work is in compliance with the Contract Document requirements. In addition, MoDOT will complete owner verification acceptance testing." Be advised, the testing frequencies are part of the Inspection and Testing Plan document, which is under the Quality Assurance Plan. .<br />
<br />
Auditing will entail the collection and documentation of objective evidence to confirm whether specified requirements have been met. Best practice approach to auditing is holding an Internal Risk Assessment Meeting (IRAM) at regular intervals to identify the high-risk areas of audit focus. Risk based analysis should be focused on severity, detectability, and probability. The results of auditing will be documented on standardized audit report forms and may be provided to the Contractor. Nonconforming Work will be tracked and communicated to the Contractor. The timing, frequency, and depth of auditing will be at MoDOT’s discretion.<br />
<br />
The MoDOT Design-Build Team should use priority planning to develop audits of the Work. The Project Team should target higher risk items of work for auditing. Activities that are considered high risk are based on severity, detectability, and probability.<br />
<br />
Best practice is that the MoDOT team should hold weekly Internal Risk Assessment Meetings (IRAM) to plan out audit activities for the upcoming Work. <br />
<br />
The Contractor shall provide safe access to the Work, its organization, and all Subcontractor and Supplier organizations to allow MoDOT and FHWA to carry out quality verification Activities. This will include collection of samples for the purposes of testing, the provision of information and records, and interviews with personnel from the Contractor’s organization and all Subcontractor and Supplier organizations.<br />
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The Contractor shall not use the results of MoDOT’s quality verification Activities as a substitute for its own quality Activities. The Contractor shall provide to MoDOT continuous access to all quality management records.<br />
<br />
The Contractor shall provide a daily means of communicating the production schedule to MoDOT, in order to allow for MoDOT to efficiently deploy quality verification personnel.<br />
<br />
Representatives of agencies of the federal, state, and local government shall have the right to inspect the Work to the same extent provided above for MoDOT. Independent Assurance Sampling (IAS) will be in addition to MoDOT’s quality verification.<br />
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'''Corrective Action Requests (CAR)'''<br />
<br />
MoDOT will issue to the Contractor Corrective Action Requests (CAR) in areas where Nonconforming Work is found to be recurring. CARs shall be considered severe and may be documented as an Order Record. The Contractor shall be responsible to submit to MoDOT for Approval remedies to eliminate the recurring Nonconforming Work (corrective action). Following MoDOT Approval of the proposed corrective action, the Contractor shall advise MoDOT when the corrective action has been implemented so MoDOT may confirm the implementation, should MoDOT so choose.<br />
<br />
==139.9.4 Keeping a Conformed Contract==<br />
Once the contract has been executed it is important to keep a Conformed Contract, documenting all changes through the course of the contract. <br />
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|-<br />
|[[media:139.9.4 Sample Conformed Contract Tracking.xls|Sample Conformed Contract tracking sheet]]<br />
|}<br />
When a Change Order or Equal or Better Change Proposal is executed, tracked changes should be used to document the change(s) in the Conformed Contract. Changes to the Conformed Contract should be tracked, documenting each contract element changed and the date of the change. A [[media:139.9.4 Sample Conformed Contract Tracking.xls|sample Conformed Contract tracking sheet is available]].<br />
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==139.9.5 Record Retention==<br />
Record retention should be in accordance with [[:Category:137 Construction Inspection Guidance for Records to be Maintained|EPG 137 Construction Inspection Guidance for Records to be Maintained]], where appropriate.<br />
<br />
=139.10 Other Design-Build Procedures=<br />
<br />
==139.10.1 Project Reporting==<br />
Typically, design-build Project Directors are asked to attend the monthly Major Projects Meeting. The Major Projects Meeting is an opportunity to update executive leadership on the project and discuss any potential project issues or concerns. If a specific topic is confidential, a separate meeting should be set up with executive leadership. Examples of items that can be discussed are:<br />
<br />
:* Project progress<br />
:* Schedule<br />
:* Budget/Finances<br />
:* Risk Allocation<br />
:* Procurement, right of way or legal needs<br />
:* Quality <br />
:* Safety<br />
:* DBE<br />
:* Project look ahead<br />
<br />
==139.10.2 Design-Build Project Funding==<br />
===139.10.2.1 Program Budget and Project Coding===<br />
Establishing an accurate program budget is critical to a successful design-build project. At a minimum, the following costs should be considered when setting the project budget:<br />
<br />
:* Owner consultants (working for MoDOT, outside the design-build contract)<br />
:* Project administration <br />
:* Utility relocations<br />
:* Stipends<br />
:* Right of Way<br />
:* Environmental mitigation<br />
:* Internal staff<br />
:* Design-Build contract (contractor design, administration and quality oversight should be considered as well as construction costs. By breaking out the design, administration and quality costs, the dollar value of actual construction can be estimated. For the sake of the program budget, this cost does not need to be broken out, but it is helpful to include when running scenarios of what may be proposed.)<br />
:* Funding from Other Sources (FFOS) should be included on the SIMS form. In the event that FFOS is added into the design-build contract via change order, the project team shall provide the change order information to [http://sp/sites/tp/Pages/default.aspx Transportation Planning] and [http://sharepoint/facilitation/CT/Pages/default.aspx Financial Services].<br />
<br />
All project costs are included in the [[121.3 The Statewide Transportation Improvement Program (STIP)|STIP]]. The district submits the information to transportation planning including the total cost and an itemized breakdown of each cost included. Typically, project costs are broken down as follows:<br />
<br />
:* Construction costs include the design-build contract, non-contractual costs, MoDOT funded utility relocations, stipend payments, and contingency,<br />
:* Stipend payments and contingency are placed in the “Other” category,<br />
:* ROW is MoDOT funded right of way acquisition (including easements),<br />
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|-<br />
|A [[media:139 Financial Services Coding 2014.pdf|matrix for coding design-build projects]] is available<br />
|}<br />
:* Consultants outside of the design-build contract should be in the DBC budget or the district’s STIP construction budget, <br />
:* The PE phase should only be used for internal staff costs,<br />
:* In some cases there may be preliminary engineering and/ or consultants set up prior to the project being selected for design-build, resulting in multiple project numbers included with the P phase. In this case, the district should provide a preliminary budget spreadsheet for the Financial Services Projects and Accounts Receivable Sections. Based on prior costs and how they fit in the project budget, Financial Services assesses what project numbers are needed and communicates back to the district.<br />
<br />
===139.10.2.2 Project Financial Plan===<br />
Major projects are large, complex projects designed to address major highway needs and requiring the investment of significant financial resources. The preparation of the annual financial plan ensures that the necessary financial resources are identified, available, and managed throughout the life of the project.<br />
<br />
An annual financial plan is a comprehensive document that reflects the project's scope, schedule, cost estimate, and funding structure to provide reasonable assurance that there will be sufficient funding available to implement and complete the entire project, or a fundable phase of the project, as planned.<br />
<br />
Annual financial plans for major projects and other projects as defined in 23 U.S.C. 106(h) and 106(i) consist of an Initial Financial Plan and Annual Updates. Initial Financial Plans provide the major project's baseline information. Through the submission of Annual Updates, the Initial Financial Plan is updated with current project status to provide a comparison of baseline information to actual performance and to provide updated forecasts of future project performance. Annual Updates track the progress of the project over time by highlighting significant deviations from the Initial Financial Plan and subsequent Annual Updates and explaining the mitigating actions or response strategies taken to address the deviations. Each Annual Update, therefore, provides a comprehensive view of the project's background and status without requiring the reader to refer to previous submissions.<br />
<br />
The project Financial Plan (FP) shall be developed in conformance with [https://www.fhwa.dot.gov/majorprojects/financial_plans/guidance14.cfm FHWA guidance]. For the purposes of determining whether a project's estimated cost exceeds the cost thresholds, FHWA will use the total cost estimate within the project scope set forth in NEPA decision document approving the project. The total cost of the project is the value of all resources necessary to perform the planning, engineering, and construction activities regardless of funding source or administering agency. The following are guidelines for when a FP is required: <br />
<br />
:* Projects with program costs under $100 million do not require a FP. <br />
:* Projects with program costs over $100 million but less than $500 million require a FP. No FHWA approval of the FP is required unless identified in the PoDI Process and/or requested by the FHWA. Approval of the project FP will be provided by the Chief Financial Officer, or the CFO’s representative. <br />
:* Projects with program costs between $100M and $500M do not require FHWA approval of the initial FP and annual updates, however they must be provided upon request.<br />
<br />
===139.10.2.3 Project Management Plan===<br />
Projects with an estimated total cost of $500 million or a project that has been otherwise identified by FHWA as a major project, must prepare and submit a Project Management Plan (PMP). Project Management Plans are submitted to the FHWA division office for approval.<br />
<br />
For the purposes of determining whether a project's estimated cost exceeds $500 million, FHWA will use the total cost estimate for the project scope set forth in the NEPA decision document. The total cost of the project is the value of all resources necessary to perform the preliminary engineering (including the cost of NEPA and other environmental documentation), right-of-way, environmental mitigation, construction, project management, public outreach, and costs of external third party work such as utility and railroad relocations regardless of funding source or administering agency. <br />
<br />
The Project Management Plan should be in accordance with FHWA's guidance: [https://www.fhwa.dot.gov/majorprojects/pmp/guidance17.cfm Project Management Plan Guidance for Major Projects]<br />
<br />
==139.10.3 File Storage Structure==<br />
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|-<br />
|To maintain consistency in design-build projects, project teams should set up their electronic file storage as shown in the [[media:139 File Storage Structure.pdf|Document Structure Template]].<br />
|}<br />
Many design-build files are confidential, requiring the project SharePoint site to have access restricted to those members of the project team. Some folders can be given “read” or “contribute” access on an as needed basis for other staff assisting the project team.<br />
<br />
==139.10.4 Procurement Schedule==<br />
The design-build procurement process typically takes about 6-8 months, but it can be shorter or longer depending on the size and complexity of the project. If a team opts to do an Industry Review, the process will take about 3-4 months longer. A typical procurement schedule is below:<br />
<br />
:* Advertise for Letters of Interest (30 Days)<br />
:* Issue RFQ/Hold industry meeting<br />
:* SOQs due (2 weeks)<br />
:* Shortlist teams (2 weeks)<br />
:* Issue RFP (Immediately after shortlist)<br />
:* Technical discussions (2-3 months)<br />
:* Proposals due<br />
:* Best Value Recommendation and award (4 weeks from proposal submittal)<br />
:* Final negotiations, stipend payouts (4-6 weeks)<br />
:* Execute contract/NTP 1<br />
:* NTP 2 (approximately 3 months after NTP 1)<br />
<br />
When developing a detailed procurement schedule, teams should look at the time it will take to develop the contract documents. Teams should include document review times in the detailed schedule to ensure enough time is allowed for the required reviews. A best practice is to talk with FHWA and [https://modotgov.sharepoint.com/sites/DE/SitePages/Environmental-&-Historic-Preservation.aspx Design's Environmental Studies section] when developing the project schedule, so they can anticipate required resources. See the [[media:139 FHWA Design Build Program Agreement Oct 2020a.pdf|FHWA/MoDOT Design-Build Program Agreement]] for topic specific review times.<br />
<br />
==139.10.5 Contract Incentives==<br />
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|-<br />
|The [http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Design-Build_OtherDocs/EPG/Category139-DB/139-Round-2/HelpfulDocs/2007-12-10%20Incentive%20Plan%20-%20Executed.pdf New I-64 Incentive Plan is available as an example].<br />
|}<br />
Contract incentives can be used to reward the Design-Build contractor team for desired behaviors. In other words, incentives offer the opportunity to align the contractor’s interest with MoDOT’s. Incentives should be set up so that if MoDOT is successful, the Design-Build team is successful as well – mutual success. If incentives are used, they should be focused on non-cost issues such as traffic flow or customer satisfaction, and they should be meaning to the contractor. The [http://sharepoint/systemdelivery/RW/Designbuild/Shared%20Documents/Design-Build_OtherDocs/EPG/Category139-DB/139-Round-2/HelpfulDocs/2007-12-10%20Incentive%20Plan%20-%20Executed.pdf New I-64 Incentive Plan is available as an example]. <br />
<br />
==139.10.6 Acceptance of SOQs and Proposals==<br />
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|-<br />
|[http://sp/sites/de/Designbuild/_layouts/15/WopiFrame.aspx?sourcedoc={F327E17D-47AD-4A85-A2D1-2BC139BB3CC7}&file=Receipt%20of%20SOQ%20Submittal.docx&action=default&DefaultItemOpen=1 Receipt Template]<br />
|}<br />
A receipt should be provided to submitting teams for SOQs and Proposals, documenting the delivery time and person taking delivery. A [http://sp/sites/de/Designbuild/_layouts/15/WopiFrame.aspx?sourcedoc={F327E17D-47AD-4A85-A2D1-2BC139BB3CC7}&file=Receipt%20of%20SOQ%20Submittal.docx&action=default&DefaultItemOpen=1 receipt template is available].<br />
<br />
==139.10.7 Procurement Document Writing Guide==<br />
Design-build RFP documents need to be prepared in a consistent manner using clear, enforceable language. In general, RFP documents should be based on performance-based requirements rather than prescriptive specifications. In other words, the requirement should state a desired result, without specifying how to achieve the result. <br />
<br />
Authors should rely on existing standards to the extent possible and avoid repeating information already contained in referenced standards. The RFP documents should primarily contain additions, modifications, or clarifications to the referenced standards. Authors should also strive to avoid repeating information contained elsewhere in the RFP.<br />
<br />
Additionally, when writing RFP requirements, authors should strive to meet the following criteria:<br />
:* Correct – The requirement is technically accurate.<br />
:* Feasible – The requirement is achievable and reasonable. <br />
:* Complete – The requirement expresses a whole idea or statement.<br />
:* Clear – The requirement is written in understandable terms and is unambiguous in identifying “who shall do what.”<br />
:* Consistent – The requirement is not in conflict with other requirements.<br />
:* Verifiable (auditable) – The requirement can objectively be confirmed to have been met.<br />
:* Traceable – The impact to changing the requirement is easily known.<br />
:* Required – The requirement is determined necessary.<br />
<br />
===139.10.7.1 Commonly Encountered Terms and Situations===<br />
The following are some terms and situations commonly encountered in preparing technical documents. For a list of terms with specific meanings to the MoDOT Design-Build program, refer to the Acronyms and Definitions included in [[#139.8.2.3.1 Book 1|Book 1]].<br />
<br />
:*''' abbreviations and acronyms:''' Use only abbreviations and acronyms from the Acronyms and Definitions list developed for this program/project. To make an acronym plural, add an s if the acronym itself is singular (ADTs, UISs), but not if the acronym stands for a plural term (RD, not RDs, since RD stands for Reference Documents).<br />
<br />
:*''' accept/acceptance:''' On the MoDOT Design-Build Program, accept specifically means that the Owner agrees that a certain matter or item submitted for acceptance appears to meet the Contract requirements. Be aware of the distinction between accept and approve (see approve/approval) and the distinction between accept and except (see except/exception).<br />
<br />
:*''' access:''' Use as a noun, not as a verb.<br />
<br />
:*''' active vs. passive verbs:''' An active verb shows that the subject acts or does something (e.g., The Owner accepted the proposal.). A verb is passive when the subject of the verb is acted upon (e.g., The proposal was accepted by the Owner.). The active voice is generally preferred over the passive voice. A passive voice may be acceptable when the person or thing receiving the action is more important than the person or thing doing the acting. Avoid shifts between active and passive voice within a sentence. <br />
<br />
:*''' affect, effect:''' Affect is usually a verb meaning “to influence, to have an effect on” (e.g., The additive will affect the strength.). Avoid using affect as a noun. Effect is usually a noun, meaning “result” or “consequence” (e.g., The total effect of the additive is minimal.). Effect is sometimes used as a verb, meaning “to cause, to bring about, to produce” (e.g., The new guidelines will effect many changes in the group.). <br />
<br />
:*''' allow, enable, permit:''' Allow and permit imply power or authority to give or deny. Permit suggests formal sanction, approval, consent, or authorization. Allow suggests merely the absence of opposition or refraining from prohibiting actions (e.g., The manager allows employees to arrive later on Fridays.). Enable means to make possible, practical, or easy (e.g., The new trucks will enable the crews to haul more material.). <br />
<br />
:*''' ampersand (&):''' Use the ampersand when it is part of a company’s full name, but not to replace the word “and.” The ampersand may be used in charts and tables.<br />
<br />
:*''' approve/approval:''' On the MoDOT Design-Build program, this specifically refers to a formal conditional determination that the matter or item submitted for approval is satisfactory for the project or condition under consideration.<br />
<br />
:*''' assure:''' Assure means to state confidently to another person or group that something has been or will be done: The director assured the council that staff will act on the resolution. See also ensure, insure.<br />
<br />
:*''' as well as:''' Avoid this phrase. Use “and” or “also” if possible. For example, instead of Hennepin County, as well as the City of Minneapolis, must approve the proposal, simply say St Louis County and the City of Chesterfield must approve the proposal. Do not use “as well as” with the word both. <br />
<br />
:*''' backfill:''' One word.<br />
<br />
:*''' backward:''' Not backwards.<br />
<br />
:*''' bedrock:''' One word.<br />
<br />
:*''' before:''' This term is preferred to “prior to.”<br />
<br />
:*''' begin, commence, start:''' Begin and start have subtle differences in meaning. Begin means merely a setting into motion of some action, process or course (e.g., They planned to begin the project in March.). Avoid using commence to mean the same thing as begin. Start is more precise, usually suggesting physical movement or leaving a point of departure in any kind of progression (e.g., They started construction.).<br />
<br />
:*''' biweekly:''' Usually means every other week, not twice a week. Semiweekly means twice a week. Bimonthly can be interpreted as either every other month or twice a month. To avoid confusion, use every two weeks or every other week instead of biweekly (and twice a week instead of semiweekly).<br />
<br />
:*''' bridge:''' Capitalize when part of a formal name. Do not abbreviate (e.g., Main Street Bridge construction is under way.).<br />
<br />
:*''' building:''' Capitalize the proper names of buildings, including the word building, if it is an integral part of the proper name (e.g., The Exchange Building is on Second Avenue.). Do not abbreviate unless used in charts and tables. <br />
<br />
:*''' by means of:''' Wordy. Simplify by shortening to “by” or “with.”<br />
<br />
:*''' CADD:''' An acronym for computer-aided design and drafting. Use instead of CAD.<br />
<br />
:*''' can, may:''' Can refers to the capability, ability, or power to do something, and may refers to authorization or permission and sometimes possibility (e.g., They can finish the project by March. May we have an extra month to finish the project?).<br />
<br />
:*''' Category A/B:''' In general, Category A requirements refer to items that may be changed only through value engineering or MoDOT-directed changes. Category B requirements refer to items that may be considered as equal or better. <br />
<br />
:*''' chapter:''' Capitalize when used with a number to name a section of a book or legal code (e.g., Chapter 5). Lowercase when standing alone.<br />
<br />
:*''' charts, figures, tables:''' Always include titles with charts, figures, graphs, and tables. Abbreviations not typically used in text are acceptable in charts and graphs because of limited space. When referring to a chart or table in the text, capitalize the word chart or table and use the numeral (e.g., As Table 2 shows, the value increases over time.).<br />
<br />
:*''' clean up, cleanup:''' Two words when used as a verb; one word when used as a noun or adjective (e.g., The cleanup lasted two weeks. It took two weeks to clean up the spill.).<br />
<br />
:*''' co-:''' Hyphenate when forming nouns, adjectives, or verbs that show occupation or status (e.g., co-pilot, co-signer, co-worker). Omit the hyphen in other combinations, including coordinate, coordination, cooperate, cooperation, and cooperative. <br />
<br />
:*''' Co-location:''' Hyphenate.<br />
<br />
:*''' Contractor:''' Use this when referring to the design-build contractor, as defined in the Contract Documents. Do not use design builder.<br />
<br />
:*''' cross-section:''' Hyphenate.<br />
<br />
:*''' cut and cover:''' Hyphenate when used as an adjective (e.g., The Contractor selected the cut-and-cover method instead of tunneling).<br />
<br />
:*''' dangling modifiers:''' Avoid modifiers that do not refer clearly and logically to some word in the sentence (e.g., Taking their equipment, the truck began its trip to St. Louis.). Modifiers should correspond with the applicable word (e.g., Taking their equipment, the workers began their bus trip to St. Louis.).<br />
<br />
:*''' data:''' Normally a plural noun, used with plural verbs and pronouns when referring to individual items (e.g., The data have been analyzed.). Data may take singular verbs when the group or quantity is regarded as a unit (e.g., The data is sound.). Use data to refer to evidence, measurements, records and statistics from which conclusions can be inferred, not as a simple synonym for facts, knowledge, reports, or information.<br />
<br />
:*''' database:''' One word.<br />
<br />
:*''' Day:''' Unless otherwise specified, references to “Days” shall mean Calendar Days, as defined in the Acronyms and Definitions list.<br />
<br />
:*''' dead end , dead-end:''' Two words when used as a noun; hyphenate when used as an adjective or verb (e.g., The street is a dead end. Jones Avenue is a dead-end street. The street dead-ends at an empty lot.).<br />
<br />
:*''' design-build:''' In general, use lower case and hyphenate. If part of a specific title, upper case both words and hyphenate. Always spell out; do not abbreviate as DB, D-B, or D/B.<br />
<br />
:*''' Design-Builder:''' Use Contractor instead.<br />
<br />
:*''' directions and regions:''' Lowercase when they show compass direction (e.g., north, south, northeast, etc.; The fire hydrant is east of the gate valve.). Capitalize the words when they designate well-defined regions (e.g., Minneapolis is in the Midwest.).<br />
<br />
::* Lowercase directions when combined with a proper name unless used to designate a politically divided nation (e.g., western United States, eastern Canada, North Korea).<br />
<br />
::* Lowercase compass points when they describe a section of a state, county or city (e.g., eastern Missouri). But capitalize compass points when used to show widely known regions (e.g., Southern California). When in doubt, lowercase, or be more precise in naming the geographic area.<br />
<br />
:*''' e.g.''' The abbreviation “e.g.” is from the Latin meaning exempli gratia, or “for example.” This abbreviation should only be used in a parenthetical comment. Include a period after both “e” and “g” since it is an abbreviation of two Latin words and a comma following the second period (e.g., concrete). See also i.e.<br />
<br />
:*''' ensure:''' To make sure something happens.<br />
<br />
:*''' except/exception:''' Except means other than, or to leave out (e.g., The Contractor completed all items except the landscaping.).<br />
<br />
:*''' existing:''' Refers to something that already exists. See also in-place. <br />
<br />
:*''' fiber-optic:''' Hyphenate.<br />
<br />
:*''' flow chart:''' Two words.<br />
<br />
:*''' figures and tables:''' When referring to tables and figure in text always spell out the whole word (e.g., Figure 2, not Fig. 2), beginning with an initial capital.<br />
<br />
:*''' foot-candle:''' Hyphenate.<br />
<br />
:*''' groundwater:''' One word.<br />
<br />
:*''' handhole:''' One word.<br />
<br />
:*''' hardcopy:''' One word.<br />
<br />
:*''' however:''' Avoid starting a sentence with the words however or therefore. The word therefore means “for that reason” suggesting a preceding contention. These words are used to splice two thoughts together (e.g., Construction is not complete; therefore, the Contractor cannot leave the premises.).<br />
<br />
:*''' i.e.''' The abbreviation “i.e.” is from the Latin meaning id est, or “that is.” This abbreviation should only be used in a parenthetical comment. Include a period after both “i”and “e” since it is an abbreviation of two Latin words and a comma following the second period (i.e., tomorrow). See also e.g.<br />
<br />
:*''' in-place:''' Hyphenate when used as a compound modifier (e.g., in-place utilities). Spell out as two words when it stands alone (e.g., The pipe is already in place.). Do not use inplace as one word; it is not a word.<br />
<br />
:*''' include:''' The words “include,” “included,” “includes,” and “including” are deemed to be followed by the words “without limitation.” You do not need to re-state that a list of items “includes, but is not limited to …”<br />
<br />
:*''' insure:''' Used when specifically referring to insurance<br />
<br />
:*''' internet:''' Do not capitalize<br />
<br />
:*''' lay, lie:''' The action word lay means “to place, put, or deposit.” It is followed by a direct object (e.g., They will lay the materials on the ground). Lie means “to be in a reclining position.” It does not take a direct object. It is often followed by down or a prepositional phrase: The material lies on the northwest corner of the project.<br />
<br />
:*''' MoDOT:''' No slash when referring to the Missouri Department of Transportation. Do not refer to MoDOT as the Department.<br />
<br />
:*''' neither:''' When used on its own without nor, make the verb singular (e.g., Neither of the crews was present.).<br />
<br />
:*''' on-site:''' Hyphenate when used as an adjective (e.g., on-site materials).<br />
<br />
:*''' parallel/perpendicular:''' Two or more parallel items are “parallel with” each other. Two or more perpendicular items are “perpendicular to” each other.<br />
<br />
:*''' partially, partly:''' Use partially to mean incompletely when speaking of a condition, state or preference (e.g., The structure is partially complete.). Use partly to mean in part as distinct from the whole—usually a physical object (e.g., The structure is built partly of steel and partly of concrete.).<br />
<br />
:*''' proprietary products:''' Avoid listing proprietary products in the RFP; instead specify performance criteria.<br />
<br />
:*''' right of way:''' Spell out on first use without hyphens. Abbreviate as R/W on subsequent use.<br />
<br />
:*''' road names:''' Capitalize street names (e.g., Taylor Street), abbreviate commonly understood terms (I-494) or those on the abbreviations list (CSAH 62).<br />
<br />
:*''' shall:''' Use this word to express a command, or what is mandatory. In Contract Documents, “shall” is generally preferred over “will” when describing requirements of the Contractor.<br />
<br />
:*''' software:''' Spell out as one word. Do not use the phrase “software program,” as this is redundant. Spell out any software product names as they appear on the products, and include vendor names on first use. For example, MicroStation by Bentley Systems Inc., OpenRoads Designer by Bentley Systems Inc., and AutoCAD by Autodesk Inc.<br />
<br />
:*''' stormwater:''' Spell out as one word.<br />
<br />
:*''' Station:''' Capitalize when referring to a roadway station (e.g., Station 10+00).<br />
<br />
:*''' that, which:''' See which, that<br />
<br />
:*''' toward:''' Not “towards.”<br />
<br />
:*''' utilize:''' Avoid this word. The word “use” is usually preferable.<br />
<br />
:*''' very:''' This word is usually meaningless and can be omitted.<br />
<br />
:*''' website:''' One word, lower case<br />
<br />
:*''' which, that:''' Which is used to introduce parenthetical or explanatory phrases. For example, “I’m wearing my favorite suit, which happens to be black.” The explanatory phrase is not needed to complete the sentence—it is optional. That is used to introduce phrases or words that must remain part of the sentence. For example, “This is the project that will be built first.” The phrase is needed to complete the sentence—it is not optional.<br />
<br />
:*''' will:''' Used to express something anticipated to happen in the future. Avoid this word when describing requirements of the Contractor; instead use “shall.”<br />
<br />
===139.10.7.2 Grammar and Punctuation===<br />
Refer to the following terms and guidelines when preparing documents.<br />
<br />
'''Adjective'''<br />
<br />
An adjective is a word or words that qualify, limit, or describe a noun or pronoun. <br />
<br />
'''Adverb '''<br />
<br />
An adverb is a word that modifies a verb, an adjective, or another adverb. Place an adverb as close as possible to the word or phrase it modifies. <br />
<br />
'''Apostrophe (’) '''<br />
<br />
The apostrophe has four primary uses: 1) It shows possession (e.g., the company’s equipment); 2) it marks the omission of letters in contractions (e.g., won’t); 3) it’s used in abbreviations of years and decades (e.g., the ’90s), although not in plurals of decades (e.g., the 1990s); 4) it marks the plural of single numbers or letters (e.g., they dotted the I’s and crossed the t’s). Avoid using contractions in Contract Documents.<br />
<div id="Capitalization"></div><br />
'''Capitalization '''<br />
<br />
Begin proper nouns, sentences, headings, and the important words in publication titles with capital letters. Proper nouns are specific names of people, places, and things. Avoid excessive capitalization for other purposes, such as highlighting words; this can make text more difficult to read. Do not capitalize the first letter of a word (or words in a phrase) simply to highlight it or to express its importance. <br />
<br />
Capitalize the main words in titles of books, magazines, newsletters, newspapers, and works of art. Also italicize the names of such works, or underline them if italic type is not available.<br />
<br />
Capitalize the main words and enclose in quotation marks the titles of dissertations, essays, lectures, short stories, speeches, radio and television programs, articles in periodicals, and chapters of books. If the title is part of a sentence, commas and periods go inside the closing quotation mark. Other punctuation, such as the question mark and the exclamation point, goes inside the quotation mark if it's part of the title; if it applies to the entire sentence, it goes outside the quotation mark.<br />
<br />
Capitalize — but don’t italicize, underline, or enclose in quotation marks — the names of brochures, bulletins, and reports, and catalogs of reference material, such as almanacs, directories, and similar publications.<br />
<br />
In titles, capitalize only the first word in a permanently hyphenated compound word found in a current dictionary (e.g., Methods for Part-time Operators). Capitalize both words in an “unlisted” compound word used as a modifier (e.g., High-Performance Concrete Standards).<br />
<br />
Within the RFP documents, capitalize the word “Section” when it refers to a specific section in the documents (e.g., Book 2, Section 12), including MoDOT reference manuals and manuals by others.<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffffff" width="850px" align="center" <br />
|-<br />
|'''NOTE:''' In MoDOT design-build Contract Documents, capitalize terms included in the Acronyms and Definitions list when they are used in the specific context of the definition. For example, capitalize “Approve” when referring to an Approval by MoDOT, but do not capitalize when referring to an approval by an agency other than MoDOT.<br />
|}<br />
<br />
'''Colon (:) '''<br />
<br />
Use colons for three main purposes: <br />
:- to introduce a list, often after expressions (e.g., the following: or as follows:). <br />
:- to emphasize a word, words, or sentence that follows it (e.g., Here is the final direction: Install the pipe immediately.).<br />
:- to introduce a quotation longer than one sentence within a paragraph and to end a paragraph that introduces a quotation in the next paragraph. Capitalize the first word after a colon if it is a proper noun or the start of a complete sentence. <br />
<br />
See “Lists” later in this section for further discussion of colons.<br />
<br />
'''Comma (,) '''<br />
<br />
Use commas to separate elements in a series of three or more terms, including the next-to-last item (e.g., Drawings shall include a north arrow, title block, and scale.). <br />
<br />
Use commas in other cases according to common grammatical standards, such as <br />
<br />
:- to join two independent clauses with a coordinating conjunction (e.g., Widen the highway shoulder to 12 feet if no guardrail is present, or widen to 14 feet if guardrail is present.).<br />
:- to set off words and phrases such as however, meanwhile, in fact, in addition, moreover, nevertheless, as a result, thus, therefore, for example, finally and in other words. <br />
<br />
:- to separate a series of adjectives equal in rank. Use no comma when the last adjective before a noun outranks its predecessors because it is an integral element of a noun phrase (e.g., a reinforced concrete beam).<br />
<br />
:- to separate the parts of numbers, dates, and addresses. Use a comma for figures higher than 999 (e.g., More than 1,000 people attended the event.).<br />
<br />
:- to set off the year in complete dates (e.g., The report is dated November 16, 2004.). Do not separate the month from the year when not using a date (e.g., The report is dated November 2004.).<br />
<br />
When used with quotation marks, place the comma inside the quotation marks (e.g., “The road is closed to traffic,” she said.)<br />
<br />
'''Compound Words'''<br />
<br />
Compound words are formed differently, depending on whether they are nouns, adjectives, or verbs. For nouns, generally spell out as two words (e.g., Contract Documents) unless a single word (e.g., roadbed) or a hyphenated term (e.g., start-up) exists. Use a hyphen for compound adjectives, also called compound modifiers (e.g., rush-hour service). No hyphen is necessary within a single proper noun (e.g., a St. Louis County project). <br />
<br />
'''Contractions '''<br />
<br />
Avoid using contractions (e.g., isn’t) in Contract Documents. Instead, spell out as two words (e.g., is not).<br />
<br />
'''Dash (—) '''<br />
<br />
Long dashes, called ''em dashes'', can be used for emphasis or to set off a phrase (e.g., XYZ Company has several qualities—versatility, integrity, and experience—that make it a candidate for this project.). In general, minimize the use of long dashes in Contract Documents. Instead use other punctuation options, such as a colon, or break into separate sentences.<br />
<br />
Use short dashes, called ''en dashes'', to express ranges of numbers: pages 145–63.<br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffffff" width="850px" align="center" <br />
|-<br />
|'''NOTE:''' A hyphen (- on the keyboard) is not a dash. Most current word processing and design software can create em dashes and en dashes. If necessary, use two hyphens to create an em dash, and substitute a hyphen for an en dash. In Microsoft Word, if you type two hyphens and do not include a space before the hyphens, the hyphens become an em dash. If you type a space and one or two hyphens between text, the hyphen(s) automatically become an en dash. <br />
|}<br />
<br />
'''Dates and Times'''<br />
<br />
In general, spell out months and days (e.g., January 15, 2005). When not including a specific date, do not separate the month and year with a comma. Do not follow numerals used with dates by st, nd, rd, or th. Identify times with a number followed by a.m. or p.m. (e.g., 8:00 a.m.).<br />
<br />
'''Dimensions'''<br />
<br />
See numbers. <br />
<br />
'''Footnotes'''<br />
<br />
Footnotes can be used to provide notes to tables or figures, or to cite references for text contained within a document. Use of footnotes should be limited in RFP documents. If used, they should be indicated by a superscripted number (i.e., 1) using the Footnotes feature in Microsoft Word.<br />
<br />
'''Lists'''<br />
<br />
Use vertical lists to display a series of items. Use a colon to introduce a list when the introductory sentence includes the terms as follows or the following. Capitalize the first word of each item in the list. Use bullets to identify each item in the list when the sequence of the items is not important. Use numbers to identify each item when sequence is important. Use dashes to identify sub-items within bulleted or numbered lists. End items in a list with periods if one or more of the items is a complete sentence. The following examples illustrate various types of lists.<br />
<br />
::The Contractor shall provide written summaries of the following:<br />
:::Cost <br />
:::Completion schedule<br />
:::Personnel<br />
:::- Employees<br />
:::- Subcontractors<br />
<br />
::The Contractor shall complete the work as follows:<br />
:::1. Identify and locate borrow areas.<br />
::::Mobilize equipment.<br />
::::Begin excavation.<br />
<br />
As an exception, do not capitalize the first word of list items if the items complete the sentence begun in the introductory sentence. Also omit the colon in these cases. For example:<br />
<br />
::The employee shall<br />
::work a minimum of 8 hours per day,<br />
::report for work on time, and<br />
::comply with all company policies.<br />
<br />
'''Noun'''<br />
<br />
A noun is a word used to name a person, place, thing, quality, or action. A proper noun names a specific person, place, or thing and is capitalized (e.g., Taylor Street.). A common noun is not specific and is not capitalized (e.g., the street). For exceptions to this convention, see [[#Capitalization|Capitalization]]. <br />
<br />
'''Numbers '''<br />
<br />
Unless referring to dimensions, spell out whole numbers less than ten and use numerals for all other numbers. Do not begin a sentence with a numeral. <br />
<br />
For dimensions, use numerals and spell out inches, feet, and yards to show depth, height, length, and width. Hyphenate when used as adjectives before a noun (e.g., the 5-by-8-foot box). Abbreviations may be used in tables, such as ft for feet or apostrophes to show feet and quotation marks to show inches. If you use the apostrophe or quotation marks for dimensions, use the symbols (e.g., 5'10") in Microsoft Word, rather than the keyboard version (e.g., 5’10”).<br />
<br />
When using decimal places, use consistent numbers of decimal places (e.g., 0.23, 0.20, 0.12, etc.). For amounts less than 1 percent, put the numeral zero before the decimal point (e.g., 0.07). <br />
<br />
Numbers with more than four digits should include commas (e.g., 4,223).<br />
<br />
For telephone numbers, place area codes in parentheses and include a hyphen between the principal groups of the number. (e.g., (612) 555-1212 ).<br />
<br />
See also Commas for discussion of commas within numbers, and see Percentages for a discussion of percentages.<br />
<br />
'''Percentages '''<br />
<br />
Spell out the word percent in text as one word (e.g., 55 percent). The percent sign (i.e., “%”) is permissible in tables.<br />
<br />
'''Period (.) '''<br />
<br />
Use periods at the end of complete sentences according to common grammatical standards.<br />
<br />
Also use periods to follow numbers in a numbered list, but not when referring to those items within text. <br />
<br />
When used with quotation marks, place periods inside quotation marks.<br />
<br />
Include one space after a period.<br />
<br />
'''Preposition'''<br />
<br />
A preposition is a word or group of words that links a noun or pronoun to a verb, adjective, or another noun or pronoun. The most frequently used prepositions are at, by, for, from, in, of, on, to, and with. Others include according to, ahead of, because of, contrary to, in spite of, next to, and out of. Avoid overusing prepositions in a single sentence. To maintain clarity, rewrite and shorten long sentences containing multiple prepositions. <br />
<br />
'''Semicolon (;) '''<br />
<br />
The semicolon has three common uses: <br />
<br />
:- to separate parts of a series when at least one item in the series also contains a comma.<br />
<br />
:- to link two (or more) closely related statements that could stand alone as independent sentences (or clauses). <br />
<br />
:- to connect two independent clauses when the second clause begins with transition words such as therefore, however, consequently and for example. Examples: The attendees were John Smith, 123 Main Street; Mary Larson, 2334 Jones Street; and Jane Doe, 552 Taylor Street. Construction is scheduled to start next week; however, weather conditions may delay this.<br />
<br />
'''Titles'''<br />
<br />
Capitalize the first and last words and all nouns, pronouns, adjectives, verbs, adverbs, and subordinate conjunctions (after, before, and because). Lowercase articles (a, an, and the), coordinate conjunctions (and, or, for), and prepositions. Italicize titles of published books, pamphlets, proceedings, periodicals, and newspapers (MoDOT Standard Specifications for Construction, USA Today). Capitalize, but do not italicize titles of forms or loosely collected documents (Utility Permit, MoDOT Special Provisions).<br />
<br />
'''Verb'''<br />
<br />
A verb is a word that expresses existence, action, or occurrence.</div>Hoskirhttps://epg.modot.org/index.php?title=236.10_Right_Of_Way_Condemnation&diff=53612236.10 Right Of Way Condemnation2024-03-26T17:09:39Z<p>Hoskir: /* 236.10.7.3 Alternative Location Proposals (RSMo 523.265) */ updated per RR3855</p>
<hr />
<div><div style="float: right; margin-right:0px; width:300px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Alternative Location and Design Letter]<br />
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1]<br />
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Letter Advertising a Public Hearing]<br />
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/RWPA%20Checklist.pdf RWPA checklist]<br />
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]<br />
'''<u><center>Additional Information</center></u>'''<br />
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.docx Business Relocation Brochure]<br />
*[[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice]]<br />
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx Residential Relocation Brochure]<br />
</div><br />
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==236.10.1 Introduction==<br />
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===236.10.1.1 Scope===<br />
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This information sets out the procedure and basic law relating to the exercise of the power of eminent domain in Missouri. It deals with procedure and the rules of evidence in determining the value of the property involved and the just compensation to which the owner of the property is entitled as a result of the taking of all or a part of the property for public use. Space does not permit a complete discussion of all of the ramifications which can develop from various fact situations presented by the physical features of the property involved and the proposed facility for which the property is taken. Argument and controversial aspects of damages, such as the numerous elements for which a property owner may or may not be compensated, which have not been resolved by statute or court decision, will be avoided. In this chapter the term "condemnor" adopted by the courts, is used to denote the agency or corporation authorized to exercise the power of eminent domain.<br />
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===236.10.1.2 Authority To Exercise Power of Eminent Domain===<br />
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The authority to exercise the power of eminent domain is inherent in the sovereign and no constitutional grant is necessary to its exercise. This right has been delegated by the Constitution and statues of the State to agencies of the State, such as municipalities, counties, Conservation Commission, State Highway Commission, State Park Board, colleges and universities, Board of Public Buildings, and to certain so-called public service corporations, such as railroads, water companies, power companies, telephone and telegraph companies, and pipeline companies.<br />
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When an agency of the State or a corporation seeks to exercise the power of eminent domain it must be able to show its authority to do so. The use to be made of the property must be a public one, and the purpose must be within the scope of authority or power of the condemnor.<br />
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===236.10.1.3 Necessity===<br />
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The authority to exercise the power of eminent domain carries with it the authority to determine the necessity for its exercise; that is, the exact location and route of the facility to be constructed and the amount of land necessary. This, of course, can be limited by the Legislature, as has been done in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chapter 523.100, RSMo 1994], and the requirement that certain public utility companies obtain a certificate of convenience and necessity from the Public Service Commission. Also, upon proper objection, the courts can inquire into whether or not the condemnor has abused its discretion in making the determination as to the amount land needed.<br />
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===236.10.1.4 Public Use===<br />
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Private property may not be taken for a private use except for a way of necessity and for drains and ditches. Condemnation of private property for any other purpose must by for a use which is considered to be public in nature. The condemning authority must allege its intention to devote the property to a public use, and the courts may go beyond this allegation to determine whether the proposed use is actually public. This does not necessarily involve a hearing of evidence by the court but the court may do so. The mere fact that the proposed facility ordinarily will be used by a limited number of people or that a single person might derive substantial benefit from the improvement does not render it private. Additional property may be acquired by the condemnor for a proposed future expansion of the facility to be constructed or for maintenance of the improvements. This does not permit the condemnation of property that could not possibly, under any circumstances, be utilized for the improvement.<br />
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When condemnation is necessary to acquire right of way for a project, approval and certification of the plans by the commission is required. See [[236.13 Designing Right of Way Plans#236.13.13.2 Right of Way Obtained by Condemnation|EPG 236.13.13.2 Right of Way Obtained by Condemnation]] for the steps to request the commission’s approval and certification of plans.<br />
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==236.10.2 Condemnation Procedures==<br />
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===236.10.2.1 General Information===<br />
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When property is to be acquired by condemnation, the procedure is prescribed in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chap. 523, RSMo 1994] and Sup. Ct. Rule 86. Under this procedure the condemnor may exercise the power of [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|eminent domain]] if it cannot agree with owner of the property on the compensation to be paid, or if the owner is a nonresident of the State of Missouri, or is unknown or cannot be found, or if the owner is incapable of contracting. As between the condemnor and the property owners, there is one estate in the property although there may be several interests therein. The condemnor's taking, except perhaps for a temporary use, usually affects all interests in the property. Thus, if it cannot acquire by negotiation some of the interests which its taking affects, it may condemn all the interests affected, since one interest could not be utilized unless all interests affected are obtained. For detailed information concerning the process of acquiring property by the use of eminent domain see [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|Eminent Domain Guidelines]] located at the end of this article.<br />
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===236.10.2.2 Petition===<br />
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When the condemnor has complied with all conditions precedent to condemning, it may file its petition in the circuit court of the county where the land, or a part thereof, lies. Numerous tracts may be joined in one petition. The petition must allege all conditions precedent to the condemnation, such as the condemnor's authority to condemn, the nature of the use to be made of the property, the condemnor's authority to construct the proposed facility, the inability of the condemnor to agree with the owners of the properties involved upon the proper compensation to be paid (or that the owner is incapable of contracting, cannot be found, is unknown or is a nonresident). The petition must also contain descriptions of the properties and rights sought to be acquired. If the condemnor intends to limit the rights it seeks to acquire to less than it is permitted by statute to acquire, this must be set out in the petition, otherwise the condemnor will acquire the right to utilize the property to the fullest extent permitted by statute. The petition should also allege that the governing body of the condemnor has authorized and directed the construction of the particular facility.<br />
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===236.10.2.3 Service of Process===<br />
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Parties (defendants) must be given not less than ten days' notice of the pendency of the proceeding. The summons must state the time and place, when and where, the petition will be heard for the appointment of commissioners. Service by publication one day a week for three weeks in a newspaper of the county where the petition is pending or by registered mail, may be had on persons who are not residents of the state or upon whom personal service for other reasons cannot be obtained. Request for service by publication or mail should be made in the petition setting out the reasons why such service is requested.<br />
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===236.10.2.4 Responsive Pleadings===<br />
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It is not necessary for the owners of the properties involved to make answer to the petition in order to have just compensation determined; however, an answer or motion must be filed to the petition in order to raise issues of jurisdiction. Thus, the owner, by responsive pleading, may question the condemnor's authority to condemn or to construct the particular facility or may question that the proposed use is a public one.<br />
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===236.10.2.5 Appointment of Commissioners===<br />
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At the time and place set, the court will consider the petition for the appointment of commissioners. The Court must dispose of issues raised by responsive pleadings prior to the appointment of commissioners. It is not required that the court hear evidence on the propriety and necessity for condemning the land. Matters relating to the location and design of the facility are legislative and not judicial in nature. All issues to be resolved prior to the appointment of commissioners are tried by the court without a jury.<br />
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Upon the court being satisfied with the sufficiency of the petition and that proper notice has been given to all parties and upon such issues as are raised by responsive pleadings being resolved in favor of the condemnor, the court shall appoint three commissioners to assess the damages resulting to the various tracts involved as a result of the proposed taking. The commissioners must be disinterested fee-holders and residents of the county where all or part of the land lies. In determining damages the commissioners shall take into consideration the benefits that result to the remaining property from which a part is taken as a result of the construction and maintenance of the proposed facility upon the land taken (the statute says only "benefits" but the courts have interpreted this as meaning that the benefits must be special. The distinction between general and special benefits will be discussed, later in this article). The commissioners shall view the property, determine the damages to which the owners are entitled and file two copies of their report under oath with the clerk of the court describing the property taken and setting out the sum awarded as damages as to each property. If all three commissioners fail to agree upon an award of damages, two of such commissioners may agree and sign the report with the same effect as if all three commissioners had agreed. The commissioners are required to separately assess the damages as to each tract which is under separate ownership, but are not required to determine the amount to which each of the various owners of one tract are entitled. One copy of this report is filed by the clerk in the office of the recorder of deeds for recording in the land records of the county.<br />
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In making their inspection and arriving at their conclusion as to the compensation to be awarded to the property owners, the commissioners are permitted considerable leeway. They are directed by statute to view the property. There is, however, no provision for the commissioners to hold hearings and receive sworn testimony. This allows the commissioners considerable informality and they are permitted to discuss the features of the taking with the property owners and with the condemnor and their respective representatives, and to gather information from any sources that they feel necessary for their use in arriving at their award. Any instructions to the commissioners which are necessary, or which they request, on legal points to enable them to carry out their duties should be given by the court.<br />
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===236.10.2.6 Proceedings Subsequent to Report of Commissioners===<br />
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Following the filing of the report of commissioners the clerk of the circuit court must notify the owners immediately of the various properties that the commissioners have filed their report. It is not necessary that this notice specify the amount awarded by the commissioners. Upon the report being filed, the condemnor may pay the amount of the award into the registry of the court. The date upon which the check is deposited with the clerk of the court is the date of taking. At this time title passes to the condemnor who may take possession of the property and construct the proposed facility, even though further proceedings may be requested by either party. Within ten days after receipt of notice of the payment of the award the owners shall surrender possession of the property condemned to the condemnor, and if the owner fails to do so, the condemnor may, upon application to the court, obtain a writ of possession from the court directing the sheriff to place the condemnor in possession of the property. The time for the surrender of possession by the owner may be extended for good cause shown for a period not to exceed ninety days upon application of the owner.<br />
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Within thirty days after the receipt of notice of the filing of the commissioners report, either party may file exceptions thereto and request a jury trial. If the award is not paid into court within thirty days, then the owners are entitled to interest at six per cent per annum on the amount of any subsequent verdict, or if no verdict, then on the amount of the award from the date of filing of the commissioners report. If the award is paid within thirty days and a subsequent trial results in a verdict for an amount greater than that awarded by the commissioners, the owner of the property is entitled to interest at the rate of six per cent on the excess of the verdict over the commissioners' award from the date of the filing of the commissioners' report until the judgment is paid. If the award is paid into court within thirty days and a subsequent trial results in a verdict of less than the amount awarded by the commissioners the condemnor is entitled to interest at the rate of six per cent on the decrease of the award from the date the award was paid into court until the judgment is paid. If the property owner has, however, not drawn down the commissioners' award, the property owner is not required to pay interest on any part not drawn down. The condemnor may abandon the proposed appropriation by filing a written election to do so within any time prior to the expiration of ten days after final judgment. If such election to abandon is not filed within thirty days after the commissioners' report is filed and the award made by the commissioners is not paid into court within thirty days after such report, then the court may, upon motion of the owner filed within ten days after filing the election to abandon, award to the owner interest on the award at the rate of six per cent per annum from the date of the filing of the commissioners' report to the date of the filing of the election to abandon. If the condemnor abandons a proposed appropriation, no new proceedings shall be instituted within a period of two years thereafter for the condemnation of the same property. This, however, does not apply if the abandonment is in good faith and is necessary as a result of a defect in the proceedings. All court costs up to and including the filing and recording of commissioners' report are taxed against the condemnor. Any subsequent costs are taxed by the court as justice requires.<br />
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===236.10.2.7 Right to Jury Trial===<br />
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If either party to a condemnation proceeding files exceptions and requests a reassessment of damages within the time provided, such trial is to be conducted as in ordinary civil cases involving damages. This reassessment shall be made under the supervision of the court and by a jury if requested by either party. Neither party can have new commissioners appointed to reassess the damages. Following the filing of exceptions, all proceedings subsequent to that relate only to the amount of compensation to which the owner is entitled. Until the time exceptions may be filed, the condemnation proceeding is treated as one case even though there may be numerous tracts of land and property owners involved. After the commissioners have made their report, each separate tract of land upon which exceptions are filed is treated as a separate case for trial.<br />
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==236.10.3 Preparation For and Conduct of Trial==<br />
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===236.10.3.1 Preparation===<br />
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Generally, considerable trial preparation will have been accomplished prior to the time exceptions to the report of commissioners are filed. This especially true as to the condemnor, which must conduct its affairs through its officers or agents. Because of this it is necessary that the condemnor rely upon the advice and opinions of others. Thus, when it is determined that a particular improvement or facility is to be constructed which requires the acquisition of property, it is reasonable to anticipate that it will be necessary to condemn some of such properties. In order for the agency or corporation proposing to construct the facility to successfully carry on its negotiations for the properties needed, it must make sufficient trial preparations that its officers will be in a position to know what evidence it can produce as to values and damages as to each specific property in the event condemnation should result. This is the only method by which officers of the agency or corporation can make a valid decision as to what price should be paid to the property owners or whether to proceed to condemnation. Therefore, the condemnor, in anticipation that litigation as to compensation may result, will generally have made at least basic preparation for trial prior to the institution of condemnation proceedings. This preparation prior to condemnation probably will not include the preparation of detailed plats and the making of necessary photographs, but should at the least involve retaining persons who can qualify as competent witnesses in court to make inspections and appraisals of the properties affected and the damages which will possibly result thereto from the taking.<br />
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The owner of the property usually personally conducts negotiations until the appointment of commissioners and frequently until the time for filing exceptions before the owner employs legal counsel. Thus, the lawyers employed by property owners will sometimes be found in such a position that if their clients are not satisfied with the commissioners' report the lawyers must file exceptions to protect the clients' interests even though it may be that later, in trial preparation, it is difficult or impossible to find competent witnesses who share the clients' views as to the damages resulting to the property.<br />
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Whether the attorney represents the condemnor or the property owner, the attorney's basic trial preparation should start at the earliest possible time. Such practice will not only protect the interests of the client, but in many instances will avoid litigation altogether. All such preparation is privileged against discovery by the opposing party.<br />
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Trial preparation should consist of appraisals of the property as it exists before and after the appropriation by persons who can qualify as competent witnesses, the preparation of plats and the making of photographs where necessary. The attorney should be familiar with the property to the greatest extent possible, and if the taking involves a part of the property only, the attorney should review the plan for the proposed facility to be constructed. Conferences should be held with the prospective witnesses so as to make certain that they are thoroughly familiar with the property and the plans for construction of the facility insofar as they affect the property remaining, as well as market conditions in the area. The witnesses' opinions as to damages or special benefits to the remainder should be reviewed thoroughly to make certain that the witnesses have considered all proper matters and that the witnesses' opinions have a sound basis and are predicated upon features which will be proper matters for consideration by the jury in its determination of value and damages or benefits.<br />
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In deciding whether or not plats, photographs and other visual aids are necessary, we should keep in mind that such items within themselves are not evidence, but are merely aids in presenting testimony and should be used only when they will aid in explaining various features to the jury. When visual aids are used, they should be connected to the testimony of a witness or witnesses.<br />
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===236.10.3.2 Conduct of Trial===<br />
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The trial is conducted as if no prior award had been made by the commissioners. The amount awarded by the commissioners is not admissible in evidence in the jury trial. However, the commissioners themselves (without being identified as such) may testify to value and the amount of damages may be the same as in the report, but the report cannot be entered as evidence. The trial is conducted in the same manner as one involving an inquiry into damages in an ordinary civil case. Since the owners of the property have the burden of proving the amount of damages which they will sustain as a result of the taking, they are entitled to open and close regardless of which party filed exceptions to the commissioners' report.<br />
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Where the entire property is taken, all evidence as a general rule will relate only to the value of the property taken, which is the amount to which the owners are entitled. If, however, a portion of the property is taken, the owners are entitled to the difference between the value of the property as it existed prior to the taking of a part thereof and the value of the remaining property. When this is the case it will generally involve evidence and consideration of the facility to be constructed since the owner is entitled to be compensated for any damage resulting to the remainder of this property as a result of the construction of the facility and the condemnor is entitled to have the jury give consideration to any special benefits to the remaining property which will accrue as a result of the construction of the facility.<br />
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The court may permit the jury to view the property involved. If this is done, the court must make such rules and orders as are necessary to properly supervise the conduct of the jury and the parties during such view. There are many instances where such a procedure might be of considerable benefit to the jury, such as where the property in question is difficult to describe to the jury and is still intact so that the jury in viewing the premises will get a clear picture of the property as it exists prior to the taking. There are also instances where a view of the property after the completion of the construction of the facility might be of benefit to the jury. This is true where only a part of the property is taken and there is a question as to the effect that the facility has upon the remaining property because of the plan of construction. Because of the problems encountered, the trial courts are reluctant to order a view of the premises by the jury. The procedure is time-consuming and involves the arrangement for transportation to take the jury to the premises. It also requires that the court give careful directions so that statements relating to the issues of the case will not be made to the jury by interested parties outside the normal trial proceedings. Any request, by either party that the court permit the jury to view the premises, should be made out of the hearing of the jury.<br />
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As is the case with commissioners, the jury should consider the property involved as one estate without regard to the numerous ownership's or interests therein and render a verdict in one sum. It is then left to the court to apportion the amount awarded among the various claimants.<br />
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===236.10.3.3 Evidence of Value and Compensation===<br />
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If the condemnation involves the taking of an entire parcel of land, the question to be determined by the jury is the value of the land as of the date of the taking. When the condemnation involves the taking of a part of a tract of land, then the question is the difference between the value of the entire tract prior to the taking of a part thereof and the value of the part remaining after the taking, which difference is the amount to which the owner is entitled as just compensation. Stated another way, the owner is entitled to the value of the land taken, plus any decrease in the value of the remainder of the tract caused by the taking. In the event of a partial taking the jury is also required to determine from the evidence whether or not there are any special benefits resulting to the remaining property from which a part is taken from the construction and maintenance of the proposed facility. The jury cannot take into consideration general benefits. General benefits are those benefits accruing to all owners of property in a neighborhood or vicinity that result from the construction and maintenance of the proposed facility. Examples of general benefits are: the public's right to enjoy a facility such as a park or public way or the improvement of the economy of a community generally by the construction of a facility. Evidence of such general benefits should not be submitted. The courts have defined special benefits as being those benefits accruing to a tract of land and resulting in an increase in its value because of its position directly upon, or adjacent to, the proposed facility. Examples of special benefits are: improved drainage, improved accessibility, availability of a service for use in connection with the property not previously enjoyed, and the availability of a facility which makes the adjacent property adaptable to a higher or better use, thereby increasing its value. A good example of the distinction between general and special benefits is found in the older railroad condemnation cases where the benefits derived by a community, generally from the construction of a railroad through it, thereby making transportation available to the community, is a general benefit; while the benefit a particular tract of land might receive by the construction of a railroad immediately adjacent to it, in making the land adaptable as a shipping and receiving point, thereby increasing its value, is a special benefit. The mere fact that other tracts of land located adjacent to the facility may receive the same benefit as the property in question does not make that benefit general in nature. However, such matters as increased traffic from the construction of an improved highway are not considered as special benefits to be offset against damages even though such increase in traffic may enhance the desirability of the property for commercial purposes.<br />
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When there is a question of damages or special benefits to the remainder of a tract of land, a part of which is taken, the facility to be constructed is to be considered by the jury insofar as it relates to, or has a bearing upon, the damages or special benefits to the remainder. The damages or benefits must be direct and such as can reasonably be expected to result from the taking and the construction of the facility. Only evidence of those elements which are sufficiently certain and definite as of the time of evaluation that they would influence a prospective purchaser of the property in arriving at the figure which would be paid for the property should be submitted to the jury. All evidence of damages and benefits to the remainder of the tract of land must relate to the value of the land. The converse of the rule that general benefits cannot be charged against the property owner is the rule that the owner is not entitled to compensation for inconveniences which the owner shares in common with the community generally as a result of the construction and use of the facility. However, courts have allowed general items of damages such as, noise, traffic, unsightliness, possible risk of explosion, inconvenience and loss of security and privacy to be considered in totality, as causing a diminution in market value, although no specific individual value was allowed to be assigned to any of these items.<br />
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The value of the property, whether it be its value prior to the taking or after, should be determined in relation to the uses for which the property is reasonably adaptable in the immediate future. Evidence of value which is purely speculative and based upon the happening of events in the future, which may or may not result, should not be permitted. Since in the larger metropolitan areas there is always a degree of speculation in the sale and purchase of vacant undeveloped land, we should not confuse such speculation, which is based upon expectancy of the continuation of the normal economic development and conditions, with the remote speculation that the property will become adaptable to some higher or better use because of some remote contingency which hinges upon the happening of events outside of the normal economic development and expansion. Although a particular use is prohibited by an existing zoning ordinance, if there is sufficient evidence of a reasonable probability that the zoning may be changed or an exception made to it so as to permit a higher use in the reasonably near future, the effect which the probability of rezoning has upon the value of the land in view of its present zoning may be taken into consideration.<br />
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Although evidence of the probability of rezoning is admissible, the property is not to be valued as though the rezoning is an established fact, but is to be valued in light of the effect that the probability of rezoning has upon the property. Evidence of the rezoning of other comparable property is admissible for showing a probability of rezoning. The mere proof of uses of nearby property without showing that the original zoning was altered to permit that use is not sufficient to show a probability of rezoning. The lack of rezoning is admissible to counter evidence of a reasonable probability of rezoning. Evidence of rezoning of similar property occurring subsequent to the taking may be admissible to show a probability of rezoning. However, the effect which the public improvement for which the property is taken has had or might have on the question of rezoning should not be considered.<br />
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A depressed value resulting from the knowledge that the property in the future is going to be taken for a public use should not be considered; just as an enhanced value resulting from the knowledge that a public improvement is going to be made should not be considered.<br />
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The suitability of land for a particular use is subject not only to the question of whether the land physically can be utilized for such purpose but also whether there is a demand for the property for that purpose in the market place.<br />
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The price which the property in question has sold for in the past, whether it be prior to or after the institution of the condemnation proceedings, is admissible as having some bearing upon the value of the property unless the sale was so remote in time, in reference to the condemnation, that the normal change in economic conditions would have resulted in the sales price being not representative of the value of the property at the time in question. Such evidence, however, is not conclusive as to the value of the property and in rebuttal, evidence of peculiar or unusual conditions surrounding the sale which had a bearing upon the sales price may be offered.<br />
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The price for which other property in the vicinity of the property in question has sold is admissible as having a bearing upon the value of the property in question. However, in order to avoid too many collateral issues coming into the case, the proponent of such evidence should first be required to establish that the property sold has a sufficient degree of comparability to the property in question and that it does have a bearing upon the value of the property in question. The trial court is permitted a considerable degree of discretion in whether or not such evidence will be permitted. It should be remembered, however, that the mere fact that the property that has sold is sufficiently comparable to the property in question that its sales price can be admitted by the court does not mean that such sales price is conclusive as to the value of the property in question. The weight of such evidence is still to be determined by the jury. When the sales price of other property is admitted in evidence the court should not thereafter comment on the comparability of such property to the property in question but should leave the weight of such evidence to the jury unless subsequent evidence should justify the striking of the sales price previously admitted.<br />
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Although the sales price of properties that are comparable to the property in question may be admissible in evidence, the price which the condemnor has paid for other properties should not be admitted. The reason for this rule is very simple in that such sales are not conducted in the usual and ordinary course of business. When the condemnor purchases property, as a general rule, it is compelled to purchase the particular property, abandon the proposed facility or exercise its power of eminent domain. The property owner is compelled either to sell the property or take a chance in court in a condemnation proceeding. Because of this the parties are frequently inclined to compromise and agree upon a price that is not entirely satisfactory with one or both. Only those sales of other properties occurring in the normal and usual course of business should be admitted in evidence as having any bearing upon the value of the property in question. Generally only consummated sales and not offers or contracts to purchase or sell which have not yet been executed, are admissible. Although some courts, upon exception, have allowed sales contracts to be admissible evidence. Offers and negotiations between the parties to the proceeding are not admissible since they constitute efforts to compromise.<br />
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The assessed valuation of a tract of land, in the absence of some showing that the owner actively obtained such evaluation, is not admissible. If the owner has actively obtained the assessment, there is no reason why it should not be admissible, at least for impeachment.<br />
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In determining the value of a tract of land that is improved with buildings, the cost of construction is not necessarily admissible in evidence since the buildings are to be valued with the land and should be considered only insofar as they add value to the land. Thus, an ill-adapted building on a tract of land may not add value to the land to the extent of the cost of reproducing the building less the physical depreciation of the building. The reason for this rule is well demonstrated in the instance where the best use of a tract of land is for commercial purposes while the tract is improved with an older type residence. In order to reassess the value that the land has for commercial purposes it would be necessary to demolish the residence. However, the mere fact that a residence is located in an area primarily adaptable for commercial use does not mean that the building has no value, since in many instances the loss which would be sustained in demolishing the building to permit the land to be devoted to another use would exceed the enhanced value to be realized from the land in devoting it to such uses. In such instances the land and improvements should not be evaluated separately, thereby placing a commercial value upon the land and a residential value upon the building, but the property should be evaluated on the basis of its value for sale as a residential property.<br />
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The rental realized from a piece of property may be admissible when properly connected to the issues as having a relationship to the value of the property. It is required, however, that if the rental realized from a tract of land is admitted in evidence, it must be connected in some manner to the value of the property. A definite destination must be drawn between the rental produced by a property and the income produced upon the property. The former is the price which a tenant is willing to pay, or is paying, for the right to use the property while the latter represents not only productiveness of the property itself, but also the productiveness of the person who is conducting the business. Thus, the volume of business and the profits from the business are not admissible as bearing upon the value of the property, since such items reflect not only the earning of the property but the good will and productiveness of the owner of the business. However, case law holds that the gallons of gasoline sold at a service station is admissible when properly related to the rental value of the property.<br />
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===236.10.3.4 Witnesses===<br />
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Since "expert witnesses" in condemnation cases, who are called to express opinions as to values, are not in a strict legal sense experts to the same extent that doctors are experts in the medical field, it is necessary before such witnesses are permitted to testify that a showing be made that the witness is in a position to have knowledge of the property in question and its value which is superior to that of the jury. Thus, these witnesses must be sufficiently familiar with the property in question and its surrounding conditions, as well as the general market value of lands in the community to the extent that the reasonable inference would be that they are capable of arriving at a more valid conclusion as to the value of the property than would the jury be by merely describing to them the physical aspects of the property and the market conditions in the community where it is located. Such witnesses, however, are not disqualified by the mere fact that they have never bought or sold property in the community where the property is located if it is shown that they have had sufficient experience generally in the purchase and sale of real estate, are familiar with the property in question and the surrounding community, and have made sufficient investigation of the market conditions in the area to acquaint themselves with the market values generally.<br />
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The fact that witnesses may have served as a commissioner in the case does not prevent them from witnessing before the jury if they are otherwise qualified. The fact that they were a commissioner, however, and the amount of the award should not be revealed to the jury. If the witnesses testify to an amount of damages which is different from that contained in the commissioners' report which they signed, the opposing party should be permitted to cross-examine the witnesses as to a prior inconsistent statement having been made by them under oath. This, however, involves the risk that such cross-examination might reveal to the jury the amount of the commissioners' award or the fact that the witness was a commissioner. In order to minimize this risk, however, there appears to be no reason why a request cannot be made to the court that the witnesses be instructed, out of the hearing of the jury, that in making answers to questions on cross-examination the witnesses not reveal or indicate to the jury the amount of the commissioners' award or the fact that they were a commissioner.<br />
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Witnesses who appear and testify in a condemnation case should be in a position to state the basis upon which they have formed their opinion. It is doubtful, however, that their inability to do so renders their testimony incompetent and subject to being stricken from the record. Such a failure does, however, go considerably to the weight that the jury should give to such witness' testimony. Witnesses, in stating the basis for their opinion, should not be permitted to lug into the case matters that are not proper for the jury's consideration and the witnesses' opinion should be based upon matters that are relevant and elements for which the property owner is entitled to compensation. The testimony of witnesses who have based their opinion of damages in part upon elements that are not compensable is not subject to being stricken in the absence of a showing that the witnesses have no opinion did they not consider such elements. It is possible for this rule to result in considerable confusion to the jury. When it is shown that witnesses have included elements which are not proper yet the witnesses are unable to testify as to what extent those elements influenced their opinion, the opponent is entitled to have the portion of the testimony of the witnesses which is not proper stricken, and the jury instructed to disregard it, with the result being that the jury is left with no yardstick to determine what portion of the witnesses' testimony they should consider.<br />
<br />
==236.10.4 After Trial Proceedings==<br />
<br />
===236.10.4.1 Apportionment Among Various Owners===<br />
<br />
In the trial of a condemnation case, the case should be tried and submitted to the jury or to the court as though the property were under the ownership of one person and thereafter the total compensation found to be owing to the owners should be apportioned among the various owners according to their respective interests. As a general rule the owners of the property involved are able to agree among themselves as to the apportionment of the award or the final judgment. Legislation provides a method for the apportionment of the commissioners' award prior to final judgment. Under this statute the parties may agree among themselves as to a distribution of the award and file the agreement with the court, setting out the manner and the percentages of the award which is to be divided among the various owners. If no such agreement has been filed within thirty days after the commissioners' award is paid into court, any party interested in the award may petition the court for a distribution of the award among the various owners. Under this proceeding the condemnor has the right to intervene in the proceeding for the apportionment of the award whether it be by agreement or by the court. The statute also provides that if the award is apportioned by the court on motion of any party, it shall be considered as an appealable judgment and that any party aggrieved by the determination may appeal. The respective interests of all parties, whether determined by agreement or by the court, shall be final and binding on all parties and shall extend by percentage to any additional compensation awarded as a result of a trial of exceptions or any reduction of the award thereafter made, provided, however, that when the interest of any owner is not related to the difference in the value of the property before and after the taking, the share set out in the agreement or the court's finding will not be affected by any increase or reduction so long as the final compensation is not less than such interest. Under this procedure whether the apportionment is made either prior to the trial exceptions or after the trial of exceptions, all parties who have an interest in the land taken or damaged are entitled to be compensated out of the fund in the hands of the clerk for the amount of any such damages. Evidence introduced at the hearing for distribution is not admissible in the subsequent trial of exceptions.<br />
<br />
The most common problem encountered is in making the division between the compensation due a landlord and that due a tenant. Ordinarily, the lessee's interest is determined by subtracting the actual rent and other expenses assumed by the tenant from the present worth of the fair rental value of the property for the remaining period of the lease. A tenant, however, is not always entitled to compensation. Courts have held that a mere expectation of the renewal of a lease because of the mutual satisfaction of the landlord and tenant is not such a property right in the property as to give to the tenant a right of compensation for that expectation. Also, a month-to-month tenant has been held to have no compensable interest in the award resulting from taking of the property. Also involved in the apportionment of awards is the question of the rights as between the mortgagor and the mortgagee. When the taking involves an entire tract of land, there is, of course, little difficulty in determining the amount to which the mortgagee is entitled. When the entire property is taken, the mortgagee would be entitled to the entire award up to the amount remaining due on the mortgage. The greatest difficulty results when there is only a partial taking of a tract of land. The writer has been unable to find a Missouri case setting out the rights as between the mortgagor and the mortgagee where only a portion of the land is taken. However, it would appear that the proper principle to apply if the parties cannot agree upon apportionment would be that the mortgagee should be entitled to a sufficient part of the award so that the mortgagee will be left with the same margin of security after the taking as before the taking.<br />
<br />
===236.10.4.2 Judgment and Appeal===<br />
<br />
There is no necessity in a statutory condemnation case that a judgment of condemnation be entered in order to pass title to the condemnor. The condemnor works its own condemnation of the property by paying into court the award made in favor of the property owner. The judgment entered in a case after a jury trial should be a judgment for money in favor of the property owner if the jury awards monetary compensation to the owner. The judgment, so as to conform to the record, should recite the total judgment entered, the date of the commissioners' report, and the amount awarded, the date such award was paid into court, with the balance due in favor of the property owner with interest, or the amount due to the condemnor with interest as a result of the verdict and judgment being for less than the amount awarded by the commissioners.<br />
<br />
The judgment of the trial court entered after a jury trial may be appealed in the same manner as an appeal is taken in the ordinary civil case for damages. Ordinarily, a condemnation case does not involve title to real estate and generally, appellate jurisdiction is determined on the basis of the monetary amount in dispute between the parties. No appeal can be taken by either party in a condemnation case prior to the entry of final judgment except for the right to appeal from an order distributing the commissioners' award. Thus, if either party files exceptions to the commissioners' report in a condemnation case, no appeal can be taken until those exceptions are disposed of. For this reason, attorneys should take care that they preserve their record of objections to matters raised on the appointment of commissioners, as well as their objections to matters during the conduct of the jury trial.<br />
<br />
==236.10.5 Condemnation Procedures; A Summary==<br />
<br />
===236.10.5.1 Summary===<br />
<br />
By many, the exercise of the power of eminent domain is thought to be in derogation of property rights. These same persons, however, would be very reluctant to forego the many conveniences and necessities that can be provided only by the utilization of the power of eminent domain. Were condemnation of private property for public purposes not permitted, most of our facilities for public use and public utilities that provide a public service would not be available to us. Were it not for the power of eminent domain, the acquisition of the necessary property and easements for the constructions of public facilities would, in many instances, be impossible, and in others, would be so burdensome economically as to defeat their construction. Thus, without the power to condemn property and devote it to a public use, the construction and maintenance of water lines, power lines, telephone and telegraph lines, railroads, highways and many other such facilities could not be provided. On the other hand, since the primary purpose of constructing and maintaining such facilities is for the public welfare, it is only just and fair that no owner of property be required to relinquish it for such uses without being paid just compensation for such property. Thus, the attorney who takes on the representation of an authority which proposes to exercise the power of eminent domain must be sufficiently familiar with the law on the subject that the attorney can properly advise that authority to what extent and under what conditions it can exercise that power. On the other hand, the attorney who takes on the representation of property owners, whose property is to be acquired, whether it be by negotiation or by condemnation, must remember that the property owners have a right to insist that their property be taken only by an authority authorized to do so, and only for a purpose permitted by statute, as well as their right to insist that they be fairly compensated for the property taken. With this in mind, the attorneys should not only know how to obtain for the property owners just compensation but must also be sufficiently familiar with the other aspects of condemnation that the lawyer can defend the property owner against unauthorized taking of their property.<br />
<br />
In the foregoing section, an attempt has been made to set out the basic principles governing the exercise of the power of eminent domain; however, it should be kept in mind that this section is only a guide and does not come even close to answering all questions which can arise in a condemnation proceeding. Anyone who is familiar with the many volumes which have been written on condemnation law, and with the many issues concerning such law which have not yet been resolved by the legislatures or the courts, will readily understand why it is impossible in a short article such as this to set out all details of condemnation law and procedure. With that in mind this chapter is offered with the hope that it will be considered a reference and not a text of authority.<br />
<br />
==236.10.6 Condemnation Procedures; Case File==<br />
<br />
The district shall submit one copy of [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1] to Legal, Central Office, for each condemnation case immediately after the time for filing exceptions has expired, or after the payment of the award into court, whichever occurs the latest. The district shall retain a copy of this information for their file, and in districts where an assistant counsel maintains separate files, furnish a copy for their file.<br />
<br />
All required data on Exhibit 10.6.1 must be accurate. A space is provided for the district right-of-way manager to make recommendation for disposition of the case. Also a brief outline of any unusual circumstances that may affect a settlement or a trail should be provided. The back side of form may be used when necessary.<br />
<br />
==236.10.7 Eminent Domain Guidelines==<br />
<br />
===236.10.7.1 Introduction===<br />
<br />
Acquisition of property by "eminent domain" requires the condemned property to be considered for Heritage Value and Homestead Acquisitions; whichever would net the higher proceeds to the owner, if applicable. In the effort to provide the best opportunity for successful negotiations, MoDOT has made the decision to implement these considerations as a part of the negotiations process. This policy provides guidance and a quick reference to the process of acquiring property by eminent domain. However, using district regional counsel and resources from the [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section] should help determine district direction as well as provide consistency between districts.<br />
<br />
No condemning authority shall acquire private property through the process of eminent domain for solely economic development purposes.<br />
<br />
The terms, “Just Compensation and Fair Market Value,” have been used somewhat synonymously in the past. We are required to offer just compensation based on fair market value, and will continue to do so in our acquisitions using the terms as we do now. There might be other references where fair market value is used in a different context so we will leave those two terms as they are in the current manual.<br />
<br />
===236.10.7.2 Definitions ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.001])===<br />
<br />
'''Fair Market Value''', the value of the property taken after considering comparable sales in the area, capitalization of income, and replacement cost less depreciation, singularly or in combination, as appropriate, and additionally considering the value of the property based upon its highest and best use, using generally accepted appraisal practices. If less than the entire property is taken, fair market value shall mean the difference between the fair market value of the entire property immediately prior to the taking and the fair market value of the remaining or burdened property immediately after the taking.<br />
<br />
'''Heritage Value''', the value assigned to any real property, including but not limited to, real property owned by a business enterprise with fewer than one hundred employees, that has been owned within the same family for fifty or more years, such value to be fifty percent of fair market value.<br />
<br />
'''Homestead Taking''', any taking of a dwelling owned by the property owner and functioning as the owner’s primary place of residence or any taking of the owner’s property within three hundred feet of the owner’s primary place of residence that prevents the owner from utilizing the property in substantially the same manner as it is currently being utilized.<br />
<br />
===236.10.7.3 Alternative Location Proposals ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.265])===<br />
<br />
Prior to Preliminary Plan Approval, the District Project Manager will provide the owner of record of such property impacted by the project with a Written Notice of Alternative Location and Design Letter ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Form 236.10.7.3B]), with a copy of the project plat/map/aerial by certified mail to the owner of record, in addition to any other parties to which a written offer will be made. (see [[236.10_Right_Of_Way_Condemnation#236.10.7.3_Alternative_Location_Proposals_.28RSMo_523.265.29|EPG 236.10.7.3]]). The Written Notice of Alternative Location and Design Letter ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Form 236.10.7.3B]) is a separate letter than the 60-day Notice of Intended Acquisition ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Form 236.10.7.3A]), which will be sent by the ROW Manager at A-date approval time. Any deviation from this guidance will require approval from the Assistant to State Design Engineer – Right of Way.<br />
<br />
The alternative location proposal is to be made in writing to the condemning authority, and is to be received by the condemning authority within thirty days of the landowner’s receipt of a Written Notice of Alternative Location and Design Letter ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Form 236.10.7.3B]) sent under Section 523.250. Further, the alternative location proposal is to be on the same parcel of the landowner’s property that the condemning authority seeks to condemn, and be in such detail that the alternative location is clearly defined for the condemning authority. This section does not apply to acquisitions of an entire parcel of land.<br />
<br />
The condemning authority will consider all such alternative location proposals. A written statement containing the following is conclusive evidence that sufficient consideration was given to alternative location proposals. Therefore, to be found to have engaged in good-faith negotiations during condemnation proceedings, the condemning authority must provide a written statement to landowners who propose alternative locations. An example draft response with drafter’s notes can be found at this link [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Response%20to%20Written%20Notice%20of%20Alternative%20Location%20and%20Design_.docx Property Owner Response to Written Notice of Alternative Location and Design].<br />
<br />
The written statement '''must''' include the following:<br />
* that the alternative location has been considered, AND<br />
* an explanation of why the alternative location was rejected or accepted.<br />
<br />
MoDOT's written response to alternate locations must be made to the affected landowner within two weeks (10 working days) after MoDOT receives the landowner's counter-proposal.<br />
<br />
If a parcel goes to condemnation, MoDOT must be able to prove that it has engaged in good-faith negotiations.<br />
<br />
District right of way staff will send the 60-day notice, Form 236.10.7.3A (04/04/2023), to all property owners once right of way plans have been approved. <br />
<br />
The right of way manager must be provided with copies of any rejection and acceptance letters sent to property owners who submit an alternate location proposal. Copies of these letters will be placed in the parcel owners file and be used during the condemnation process to prove that MoDOT has engaged in good faith negotiations.<br />
<br />
===236.10.7.4 Written Notice ([https://revisor.mo.gov/main/OneSection.aspx?section=523.250&bid=28018&hl= RSMo 523.250])===<br />
<br />
At least sixty days before filing the condemnation petition seeking to acquire an interest in real property, the condemning authority will provide the owner of record of such property with a [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]. Written notices will be provided to the owner of record, in addition to any other parties to which a written offer will be made. Such notice shall include:<br />
<br />
:* The date the Written Notice of Alternative Location and Design Letter was received by the property owner (date mailed, emailed, hand delivered, etc.). <br />
:* Identification of the interest in real property to be acquired and a statement of the legal description or commonly known location of the property (examples: land, access rights, permanent easement, temporary easement, etc.; street address, relationships to landmarks, etc.)<br />
:* The purpose or purposes for which the property is to be acquired, which would be the general description of the project that is consistent with the STIP description.<br />
:* A statement that the property owner has the right to: <br />
:** Seek legal counsel at the owner’s expense; <br />
:** Make a counteroffer and engage in further negotiations;<br />
:** Obtain such owner’s own appraisal of just compensation;<br />
:** Have just compensation determined preliminarily by court-appointed condemnation commissioners and, ultimately, by a jury; Seek assistance from the office of the ombudsman for property rights created under RSMo 523.277;<br />
<blockquote>''"The office of public counsel shall create an office of ombudsman for property rights by appointing a person to the position of ombudsman. The ombudsman shall assist citizens by providing guidance, which shall not constitute legal advice, to individuals seeking information regarding the condemnation process and procedures. The ombudsman shall document the use of eminent domain within the State of Missouri and any issues associated with its use and shall submit a report to the general assembly on January 1, 2008, and on such date each year thereafter."''</blockquote><br />
::* Contest the right to condemn in the condemnation proceedings; and<br />
::* Exercise the rights to request vacation of an easement under the procedures and circumstances provided for in Missouri Statute.<br />
<blockquote>''"A property owner of land burdened by an easement created after December 31, 2006, abandoned in whole for a period in excess of ten years, may petition a court of competent jurisdiction to obtain the rights previously transferred and vacation of the easement for monetary consideration equal to the original consideration obtained by the property owner in exchange for the easement. The holder of the easement shall be a party to such action. The holder of any such easement shall be allowed to maintain the easement upon a showing that the holder, in good faith, plans to make future use of the easement. The right to request that an easement be vacated may be waived by the property owner of record from whom the easement was originally acquired or by such property owner's successor in title to the burdened property either in the original instrument of conveyance or in a subsequent signed writing."''</blockquote><br />
<br />
The written notice shall be deposited in the United States mail, certified or registered, and with postage prepaid, addressed to the owner of record as listed in the office of the city or county assessor for the city or county in which the property is located. The receipt issued to the condemning authority by the United States Post Office for certified or registered mail shall constitute proof of compliance with the notice requirement; provided, however, that nothing in this section shall preclude a condemning authority from proving compliance with this notice requirement by other competent evidence.<br />
<br />
The Written Notice of the Intended Acquisition is to be immediately provided to property owners following the approval of right of way plans. The district shall determine the exact method for delivery of the notice. However, if the district decides to hand-deliver the notice, property owners will be expected to sign a receipt verifying that they have received the notice, and the specific date on which the notice was received. Should the property owners refuse to sign a receipt verifying that they have received the notice, the individual delivering the notice should document the file with the date the notice was delivered, who delivered the notice, who was present when the notice was delivered, that the property owners refused to sign a receipt, etc.<br />
<br />
===236.10.7.5 Appraisal, Waiver Valuation and Written Offer ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.253])===<br />
<br />
MoDOT will continue to present a written offer to all owners of record of the property. The offer is to be made at least thirty days before filing a condemnation petition and will be held open for the thirty-day period, unless an agreement is reached sooner.<br />
<br />
MoDOT will continue to provide the property owner with an appraisal or waiver valuation at the time the offer is made.<br />
<br />
All appraisals, payment estimates and/or waiver valuations for properties proceeding to condemnation will be prepared using generally accepted appraisal practices and be prepared by a state-licensed or state-certified appraiser.<br />
<br />
'''HERITAGE VALUE'''<br />
<br />
When right of way plans require the acquisition of any portion of contiguous property that has been owned within the same family for fifty or more years and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition, the Heritage Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer. Heritage Value is calculated by multiplying the total approved fair market value by fifty percent. The law is written in such a manner that a Heritage Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Heritage Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Heritage Value payment.<br />
<br />
The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Heritage Value acquisition early in the process. The district will determine the procedures necessary to determine when a Heritage Value acquisition exists, so that the offer to administratively settle the parcel for an additional fifty percent of the fair market value may be presented at the same time the offer is made.<br />
<br />
Burden of Proof is defined as legal documentation (i.e. abstracts, copies of deeds, probate/wills, marriage certificates, birth certificates, etc.) that indicates family lineage and provides proof of family relationship in regard to the length of time a family has owned a piece of property and whether or not a Heritage Value acquisition exists.<br />
<br />
Family ownership of property may be established through evidence of ownership by children, grandchildren, siblings, nephews or nieces of the family member owning the property fifty years prior to the acquisition. Family ownership may be established through marriage or adoption by such family members, and includes adopted children, step-children, and relatives related solely by marriage. If an entity owns the real property, members of the family shall have an ownership interest in more than fifty percent of the entity in order to be within the family line of ownership.<br />
<br />
If the acquisition includes land and/or permanent easements, the fee owner will be offered the Heritage Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Heritage Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Heritage Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Heritage Value. If a temporary easement is being acquired, in addition to other realty rights, the Heritage Value will be applied to the total approved offer.<br />
<br />
Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different fifty percent Heritage Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.<br />
<br />
If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Heritage Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Heritage Value will only be considered as an administrative settlement and not a portion of the approved offer.<br />
<br />
Should a difficult or unusual circumstance arise, consult the appropriate regional counsel and/or [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section].<br />
<br />
'''HOMESTEAD VALUE'''<br />
<br />
The Homestead Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer when the following criteria are met:<br />
<br />
* The acquisition includes a dwelling that functions as the fee owner’s primary place of residence,<br />
<br />
'''OR''' <br />
<br />
* Includes property within three hundred feet of a dwelling that functions as the fee owner’s primary place of residence, and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition.<br />
<br />
Homestead Value is calculated by multiplying the total approved fair market value by twenty-five percent. The law is written in such a manner that a Homestead Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Homestead Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Homestead Value payment.<br />
<br />
The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Homestead Value acquisition early in the process. The district will determine the procedures necessary to determine when a Homestead Value acquisition exists, so that the offer to administratively settle the parcel for an additional twenty-five percent of the fair market value may be presented at the same time the offer is made.<br />
<br />
Methods for determining the fee owner’s primary place of residence may be, but are not limited to, the following: address on driver’s license, mailing address, voter identification address, address reported to the Internal Revenue Service for taxing purposes, address in the local telephone directory, etc. A notarized, sworn statement from the fee owner regarding the fee owner’s primary place of residence may also be used to substantiate residency.<br />
<br />
If the acquisition includes the fee owner’s primary place of residence, the Homestead Value payment will not reduce any replacement housing payment the fee owner may be eligible to receive through the Uniform Relocation Act. However, any administrative settlement above the sum of the approved offer and Homestead Value will proportionately reduce the replacement housing payment.<br />
<br />
If the acquisition includes land and/or permanent easements within three hundred feet of the fee owner’s primary place of residence, the fee owner will be offered the Homestead Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Homestead Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Homestead Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Homestead Value. If a temporary easement is being acquired, in addition to other realty rights, the Homestead Value will be applied to the total approved offer.<br />
<br />
Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different twenty-five percent Homestead Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.<br />
<br />
If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Homestead Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Homestead Value will only be considered as an administrative settlement and not a portion of the approved offer.<br />
<br />
If any situation is encountered that is questionable with regard to the fee owner qualifying to receive the Homestead Value, such as the acquisition of controlled access rights only, contact the Right of Way Section.<br />
<br />
===236.10.7.6 Good Faith Negotiations ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.256])===<br />
<br />
Before a court may enter an order of condemnation, the court shall find that the condemning authority engaged in good faith negotiations prior to filing the condemnation petition. A condemning authority shall be deemed to have engaged in good faith negotiations if:<br />
<br />
* The condemning authority has properly and timely given all notices to owners as required,<br />
** Relocation notices to all displaced persons including a general description of their potential rights and benefits [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx Residential Relocation Brochure] and [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.docx Business Relocation Brochure] Brochures and [[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice)]].<br />
** Written notice of the intended acquisition at least 60 days before the filing of a condemnation petition [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx (Written Notice of the Intended Acquisition)].<br />
** A [[236.7 Negotiation#236.7.2.4 Offer Letter and Supporting Documentation|written letter offer]] to all owners of record.<br />
* The condemning authority has made an offer, under Section 523.253, that was no lower than the amount reflected in an appraisal performed by a state-licensed or state-certified appraiser, provided an appraisal is given to the owner. In other cases, the offer is no lower than the amount provided in the basis for its determination of value of the property, in which an explanation with supporting financial data is used (Copy of appraisal signed or co-signed by a state-licensed or state-certified appraiser or waiver valuation).<br />
* The owners have been given an opportunity to obtain their own appraisal from a state licensed or state certified appraiser of their choice (Written Notice of Intended Acquisition).<br />
* Where applicable, the condemning authority has considered an alternative location proposed by the owners (certified letter sent prior to the public hearing and letter responding to alternative location proposals).<br />
<br />
If the court does not find that good faith negotiations have occurred, the court shall dismiss the condemnation petition, without prejudice, and shall order the condemning authority to reimburse the owners for their actual and reasonable attorney’s fees and costs incurred with respect to the condemnation proceeding, which has been dismissed. The necessary documentation to be included in the tract packs submitted for condemnation should be coordinated with the district’s regional counsel.<br />
<br />
===236.10.7.7 Just Compensation for Condemned Properties ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.039])===<br />
<br />
As defined in the law, in all condemnation proceedings filed after December 31, 2006, just compensation for condemned property shall be determined under one of the three following methods. The method used will be the one that yields the highest payment.<br />
<br />
* An amount equal to fair market value; or<br />
* For condemnation of property that results in a homestead acquisition, an amount equal to the fair market value of such property multiplied by one hundred twenty-five percent; or<br />
* For condemnation of property that results in any acquisition that prevents the owner from utilizing the property being acquired in substantially the same manner as it was being utilized immediately prior to the acquisition, and involving property owned within the same family for fifty or more years, an amount equal to the sum of the fair market value of such property multiplied by one hundred fifty percent.<br />
<br />
Keep in mind that the three methods listed above are referenced in the law as instructions to Circuit Court Judges once the property has been condemned. Neither the MHTC nor other condemning authorities are obligated or required to use these methods to determine just compensation.<br />
<br />
'''HOUSE BILL 1944 SECTION 523.061'''<br />
<br />
After the filing of the commissioners' report pursuant to section 523.040, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the commissioners' award to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039. If a jury trial of exceptions occurs under section 523.060, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the jury verdict to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039.<br />
<br />
===236.10.7.8 Report of Commissioners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.040])===<br />
<br />
The condemnation commissioners shall have forty-five days after appointment by the court to return report of commissioners. The court may extend this date, with good cause shown.<br />
<br />
Prior to the issuance of any report, a commissioner shall notify all parties named in the condemnation petition, no less than ten days prior to the commissioners’ viewing of the property, of the named parties’ opportunity to accompany the commissioners on the commissioners’ viewing of the property and of the named parties’ opportunity to present information to the commissioners.<br />
<br />
===236.10.7.9 Displaced Owners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.055])===<br />
<br />
Displaced owners of a principle place of residence shall have 100 days possession from the filing of the Report of Commissioners. For detailed information, please refer to [[236.8 Relocation Assistance Program#236.8.14.1 General Information|EPG 236.8.14.1]] and [[236.8 Relocation Assistance Program#236.8.14.2 Notice to Vacate|EPG 236.8.14.2]], and [http://eprojects/Templates/RW/Chapter%208_Relocation/First%20Vacancy%20Notice%20Condemnation%20Total%20Form%20236.8.14.2.D.1.C.docx Form 236.8.14.2(d)1(c))]. The 100-Day Vacancy Notice is the only vacancy notice required for owner-occupants who are displaced from their primary place of residence and shall be provided to the owner immediately after the filing of the Report of Commissioners.<br />
<br />
Vacancy Notice requirements for the other types of displacements will remain the same.<br />
<br />
===236.10.7.10 Recovering Damages and Fees ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.259])===<br />
<br />
If any condemning authority abandons a condemnation, each owner of interests sought to be condemned shall be entitled to recover:<br />
<br />
* The owner’s reasonable attorneys’ fees, expert expenses and costs; and<br />
<br />
* The owner’s actual damages accruing as a direct and proximate result of the pendency of the condemnation, if proven by the owner.<br />
<br />
===236.10.7.11 RWPA System Requirements for Condemnations===<br />
All applicable data must be entered in RWPA under the Condemnation screen for each parcel being condemned.<br />
<br />
<br />
<br />
<br />
[[category:236 Right of Way|236.10]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:235_Preliminary_Plans&diff=53611Category:235 Preliminary Plans2024-03-26T17:07:08Z<p>Hoskir: /* 235.6 Approval of Preliminary Plan */ updated per RR3855</p>
<hr />
<div>{| style="padding:0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"<br />
|-<br />
|'''Forms and Figures'''<br />
|-<br />
|[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/131.1_Design_Exception.docx Design Exception]<br />
|-<br />
|[[media:235.8 Glide Clearance.doc|Glide Clearance]]<br />
|-<br />
|[[media:235.8 County Map Location.doc|County Map Section]]<br />
|-<br />
|[[media:235 Sample Preliminary Plans.pdf|Sample Plans]]<br />
|-<br />
|[[:Category:231 Typical Section Elements for Roadways|Typical Roadway Sections]]<br />
|-<br />
|[http://sharepoint/support/CC/CCO%20Contracts/DE_-_Design/DE10_County_Agreement.doc County Agreement Form (DE-10)] <br />
|-<br />
|[https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/DE11_Municipal_Agreement.doc Municipal Agreement Form (DE-11)]<br />
|-<br />
|[[media:235 Agreements Checklist May 2011.doc|Agreements Checklist]]<br />
|}<br />
<br />
<br />
==235.1 Purpose==<br />
<br />
A preliminary plan is developed to show preliminary geometric details, and includes design criteria, proposed alignment, profile, tentative grade, tentative right of way, schematic intersection or interchange layouts, bypasses and pertinent topographic features (see example plans).<br />
<br />
The preliminary plan is a design tool and is prepared to develop and convey basic design criteria, basic geometric details and recommendations on which the detail plans are to be developed.<br />
<br />
Preliminary design defines the general project location and design concepts. It includes, but is not limited to, preliminary engineering and other activities and analyses, including but not limited to:<br />
<br />
:* Environmental assessments<br />
:* Topographic surveys<br />
:* Metes and bounds surveys<br />
:* Geotechnical investigations<br />
:* Hydrologic analysis<br />
:* Hydraulic analysis<br />
:* Utility engineering<br />
:* Traffic studies<br />
:* Financial plans<br />
:* Revenue estimates<br />
:* Hazardous materials assessments<br />
:* Tentative right of way lines<br />
:* General estimates of the types and quantities of materials, and other work needed to establish parameters for the final design<br />
<br />
Final design means any design activities following preliminary design (e.g. preparing quantities, special sheets, ''job special provisions'', final right-of-way plans) and expressly includes the preparation of final right-of-way and construction plans and detailed specifications for the performance of construction work.<br />
<br />
==235.2 Procedure==<br />
<br />
The district prepares preliminary plans. The preliminary plan is prepared once horizontal and vertical alignment and tentative right of way limits have been established. Where the horizontal alignment is to tie into existing roadways or alignments, the tie location is to be based on field survey measures and verifications. The district will obtain property ownership information to show on the preliminary plan as early as possible during its preparation. The soil survey is started as soon as possible so as not to delay the completion of the preliminary plan. This is done with a minimum of field survey staking until the preliminary plan has been completed. Basic design criteria and major geometric details shown on the preliminary plan are not changed during the development of detail plans without consultation with [https://modotgov.sharepoint.com/sites/DE/ Design]. Completion of the preliminary plan allows the district to proceed with a public hearing or meeting, see [[:Category:129 Public Involvement|EPG 129]] for requirements. Any plans presented to the public shall show “tentative” right-of-way lines until NEPA approval.<br />
<br />
A preliminary plan showing topographic features, including major overhead and underground utilities, basic design criteria, proposed horizontal and vertical alignment, proposed geometric details including interchanges, intersections, bypasses, geological features that have a significant effect on location or design, major drainage features, traffic data and proposed typical sections is prepared. For both [[238.3 Route Surveying|conventional route]] and [[238.1 Photogrammetric Surveying|photogrammetric]] surveys the survey centerline and profile is shown on the preliminary plans. The centerline is not precisely computed or staked in the field until after approval of the preliminary plan.<br />
<br />
Property lines and owners, soils information, and other required details are also shown. If limited access or fully limited access right of way is involved, points of access are shown. Points of access are developed in coordination with district right of way and legal staff, particularly in regard to the adequacy of any remaining access and the potential economic consequences of limiting or removing access. Additionally, access points are determined in accordance with [[:Category:940 Access Management|Access Management Guidelines]]. For fully limited access right of way projects where construction will be staged and the ultimate facility will not be completed for a number of years, careful consideration is given to providing temporary access points for the initial project. For urban projects more detail including proposed width and percent grade for entrances may be desirable.<br />
<br />
Basic design criteria used for roadway design are contained in numerous EPG articles:<br />
<br />
:[[230.1 Horizontal Alignment]]<br />
<br />
:[[230.2 Vertical Alignment]]<br />
<br />
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]]<br />
<br />
:[[:Category:232 Facility Selection|232 Facility Selection]]<br />
<br />
:[[:Category:233 At - Grade Intersections|233 At – Grade Intersections]]<br />
<br />
:[[:Category:234 Interchanges|234 Interchanges]]<br />
<br />
:[[236.13 Designing Right of Way Plans|236.13 Designing Right of Way Plans]]<br />
<br />
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage (for Bridge and Drainage issues]])<br />
<br />
A [[131.1 Design Exception Process|Design Exception]] Information form must be prepared and submitted when the criteria used on a project varies from established design criteria.<br />
<br />
===235.2.1 Coordination===<br />
<br />
Design Division Liaision Engineers and other personnel are available to review, advise and assist the district during the preparation of the preliminary plan.<br />
<br />
===235.2.2 Traffic Operations===<br />
<br />
Close liaison with district traffic personnel is extremely important in the development of the preliminary plan for the improvement. Throughout development of the preliminary plan and the design plans, district traffic engineering personnel are consulted to ensure proper traffic operations. Careful consideration is given to their recommendations. Those recommendations agreed upon are incorporated into the design plans.<br />
<br />
===235.2.3 Municipal Agreements (DE11) and County Agreements (DE10)===<br />
<br />
The purpose of an agreement is to provide a contract document between the Missouri Highways and Transportation Commission and other public and private agencies. The sequence for developing agreements can be found in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]. The following are specific instruction for municipal and county agreements that may not be covered in EPG 153 Agreements and Contracts. Municipal (DE11) and County (DE10) Agreements are accessible within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site].<br />
<br />
A municipal or county agreement is necessary when any of the following areas of responsibility are shared between the Commission and a city or county: <br />
<br />
:* Cost apportionment or cost sharing (design, construction, right of way, maintenance, etc.) <br />
::• Cost Apportionment (DE07) and Cost Share (FS08) agreements can be combined with municipal (DE11) and county (DE10) agreements or can be executed separately. Contact your design liaison or appointed counsel representative for assistance. <br />
:* Utility construction and relocation of city-owned utilities<br />
:* Detour or other traffic control onto a city/county road <br />
:* Roadway, right of way, or easement relinquishment <br />
:* Local road closing, relocation, or enforcement of parking restrictions on the state route <br />
:* Increase in the discharge of storm water to local culverts or connection to the local storm-sewer system <br />
:* Maintenance responsibilities such as mowing, landscaping or maintenance of sidewalks <br />
:* MoDOT project work off of MoDOT right of way and the use of city or county right of way for the project. <br />
<br />
Once an agreement is found to be necessary, the proper type must be selected. A municipal agreement (DE11) is executed between the Commission and any incorporated city, town, or village when any portion of a highway project is inside the corporate limits. Likewise, a county agreement (DE10) is executed between the Commission and the county when a portion of a highway project is outside the municipal limits or totally within the county(ies) limits. If a township has road maintenance responsibilities delegated by the county, a township agreement is executed in addition to the county agreement. Substituting "township" for "county" in the county agreement produces a township agreement. <br />
<br />
Consult the Design Division if it is uncertain that an agreement is necessary. The purpose of such an agreement is to define the proposed improvement and set out the considerations and responsibilities between the Commission and the respective incorporated municipality, county, township or private entity. The essential parts of such an agreement involve the responsibility for [[:Category:236 Right of Way|right of way acquisition]], use of city- or county-owned right of way, [https://epg.modot.org/index.php?title=236.13_Designing_Right_of_Way_Plans#236.13.5_Types_of_Right_of_Way limitation of access], adjustment of [[:Category:643 Utility Procedures|utilities]], maintenance after construction, [https://epg.modot.org/index.php?title=236.14_Change_in_Route_Status_Report#236.14.6_Roadway_Relinquishment_Agreement disposition of involved city streets], joint approval of all traffic ordinances, storm drainage, traffic control [[:Category:903 Highway Signing|signs]] and [[:Category:902 Signals|signals]], grade changes, and other items. Cost sharing arrangements, including use of city Surface Transportation Program Urban Funds (STP), may be included in the agreement. It is important that this agreement be executed at the earliest possible moment. The district submits municipal and county agreements to the “Agreements Review Group” for review and approval within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. The agreement includes a location sketch that is designated as [[media:235.2.3 Exhibit A.pdf|"Exhibit A"]]. The sketch may cover an entire small town. However, in larger cities, the sketch should include only the part of the city where the improvement is located and enough of the adjacent area for readily ascertaining the location of the improvement. If the proposed improvement passes through the city limits or boundary, such limits are described and stationed so that subsequent annexation by the city will not affect the original agreement. If annexation is in process, the district includes a recommendation to the Design Division regarding this. The sketch should show names of streets and cross streets affected, the location of beginning and ending stations and all other stations listed in the description or mentioned anywhere in the agreement. Make sure the north point is shown. The sketch should be clear and legible and capable of clearly legible reproduction suitable as an exhibit to the agreement. The sketch should be labeled in a space that will not obscure essential data. The label will be as follows (substitute "Town", "Village", "County", "Township" or "private entity name" as appropriate): <br />
<br />
<center>EXHIBIT<br />
<br />
Contract Between<br />
<br />
MISSOURI HIGHWAYS AND TRANSPORTATION COMMISSION<br />
<br />
-and-<br />
<br />
CITY OF ___________________________, MISSOURI<br />
Job No., ___________ ___________ County</center><br />
<br />
In order to facilitate the preparation of the agreement, the information indicated in the municipal agreement form (DE-11) or county agreement form (DE-10) is followed. The Chief Counsel's Office maintains these forms. <br />
If the boilerplate language of the approved standard form agreement has been modified, the draft must be sent to the appointed Counsel representative for comments and tentative approval as to form per instructions in the eAgreements Training Manual – Review by CCO.<br />
If the boilerplate language of the approved standard form agreement has not been modified, the draft is to be submitted to the appropriate reviewer within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site] per [[153.9 Design|EPG 153.9 Design]]. <br />
<br />
If the agreement requires specific Commission action (according to the Commission's Execution of Documents policy), it is forwarded to the Design Division for placement on the Commission agenda. <br />
<br />
When the district programs a project in the STIP (through the amendment process or annual update) that includes off-system work and/or funding from the other entity, the agreement must be uploaded to Stored Documents in SIMS before the project can be programmed and the agreement fully executed. The agreement must include the entity’s signature and CCO’s signed approval as to form. After CCO signs their approval as to form, the agreement is sent back to the District PM where it is held until the Commission authorizes execution. Following Commission authorization for execution, the agreement is sent to the Commission Secretary for final execution and uploading into eAgreements.<br />
<br />
'''For wet signature agreements,''' a minimum of 2 copies, having original signatures, of the executed agreement are required. Any additional agreements, having original signatures, requested by the public agency should be submitted in addition to the 2 required. To ensure their understanding and execution of all necessary originals, discuss with the public agency the importance of having all the necessary agreements signed and returned. <br />
<br />
The number of copies required by the entity should be included in the “Agreements Comments” metadata field within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. The eAgreements Property Page and all copies of the agency-executed agreement are submitted directly to the appointed Counsel representative for Approval as to Form, after the entity has executed the agreement.<br />
<br />
Municipalities should provide two copies of a city ordinance or enabling legislation authorizing signatories to the agreement. Townships should provide two copies of meeting minutes designating the authorized signatories. County commissioners are authorized by law to sign the agreements. Ordinances, minutes of meetings, and similar documents shall be properly certified as true copies by the clerk or other person having the seal or who is authorized to certify municipal, township or county commission documents. <br />
<br />
The Commission Secretary will retain one agreement with original signatures as the custodian of records for MoDOT. The agreements are distributed as listed below: <br />
<br />
:*Agreements with Original Signatures:<br />
::• Local agency <br />
::• Commission Secretary <br />
::• Additional copies per local agency request. <br />
<br />
:*Access to the fully executed agreements is available in the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. A link to the electronic copy of the agreement in eAgreements will be provided by the drafter to the following divisions, as applicable:<br />
<br />
::• Financial Services if cost sharing is in the agreement <br />
::• Transportation Planning if road relinquishments are involved.<br />
<br />
==235.3 Preparation==<br />
<br />
The preliminary plans (see example plans) are most often prepared in plan sheet format (22" x 34"). However, from time to time they may be prepared on a roll plan profile sheet plotted to a scale of 1" = 200' (1:2000) for rural areas, and 1" = 100' (1:1000) or 1" = 50' (1:500) for urban areas. A vertical scale of 1" = 10' (1:100) or 1" = 20' (1:200) is used for the profile of both urban and rural areas. The length of roll plans should be held to a maximum length of 30 ft. (9 m). If a project requires a longer preliminary plan, the plan should be broken into two sections. For short projects, such as bridge replacements, the use of plan sheets is recommended for the preliminary plan.<br />
<br />
===235.3.1 Methods===<br />
<br />
When a roll plan profile sheet (i.e. "strip map") is used, the plotting of alignments and profiles is planned to minimize the number of breaks. Sufficient room is reserved at the beginning and end of the preliminary plan for title, typical sections and basic design criteria. Neatness is encouraged and good legibility is required regardless of which method (plan sheet format or "strip map") is used to prepare the preliminary plan.<br />
<br />
===235.3.2 Topography===<br />
<br />
All important topographic features are indicated so that alignment controls are evident in reviewing the preliminary plan (see example plans). Cemeteries, [[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties|Section 4(f)]] or [[127.10 Section 4(f) Public Lands#127.10.2.1.2 Section 6(f) Properties|6(f)]] land, major utilities (underground and overhead), buildings, quarries and other such features are indicated along with the meander and direction of flow of streams, creeks and lesser draws. Landlines and descriptions are indicated along with village and city limits.<br />
<br />
===235.3.3 North Points and Profile Elevation Datum===<br />
<br />
North points properly orientated to the centerline are indicated on each sheet, or at the beginning and end of the preliminary plan, at approximately one-mile (one-kilometer) intervals, and adjacent to all breaks in the centerline (see example plans). The elevation datum on which the profile is plotted is also indicated on each sheet, or at the beginning and end of the preliminary plan, at approximately one-mile (one-kilometer) intervals, and in both directions at all breaks in the profile.<br />
<br />
===235.3.4 Right of way===<br />
<br />
Tentative [[236.13 Designing Right of Way Plans|right of way lines]] are included on the preliminary plan, along with property owners and property lines (see example plans). Landowners may submit an alternate location proposal if property interests are acquired by condemnation or negotiations, as described in [[236.10 Right Of Way Condemnation#236.10.7.3 Alternative Location Proposals (RSMo 523.265)|EPG 236.10.7.3 Alternative Location Proposals]]. The right of way lines are approximations of those which will be required to construct the improvement in accord with the details recommended on the preliminary plan. The following note is placed on the title sheet of the preliminary plans (when the plan sheet format is used) or near the typical section on the preliminary plan (when the strip map format is used): '''"THE DESIGN GUIDE FOR THE WIDTH OF RIGHT OF WAY FOR THIS PROJECT WILL BE _____________ FEET (METERS). MORE OR LESS RIGHT OF WAY AS WELL AS OTHER PROPERTY INTERESTS MAY BE SECURED TO SATISFY THE REQUIREMENTS OF THE DESIGN FEATURES OF THIS PROJECT."''' When controlled access right of way is to be acquired, the note shall include the statement: '''"CONTROLLED ACCESS RIGHT OF WAY IS TO BE ACQUIRED FOR THIS PROJECT"''' or '''"PARTIAL CONTROLLED ACCESS RIGHT OF WAY IS TO BE ACQUIRED FOR THIS PROJECT"'''. When fully controlled access right of way is to be acquired, the note shall include the statement: '''"FULLY CONTROLLED ACCESS RIGHT OF WAY IS TO BE ACQUIRED FOR THIS PROJECT"'''.<br />
<br />
===235.3.5 Typical Sections===<br />
<br />
The [[:Category:231 Typical Section Elements for Roadways|typical section]] for the main line roadway is shown after the title sheet (when the plan sheet format is used) or at the beginning of the preliminary plan (when the strip map format is used) (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). A typical section showing a superelevated section is not necessary. The typical section is drawn to scale and in sufficient detail to plainly indicate the criteria to which the roadway is planned. Where more than one typical section is required, the limits to which each section is applicable are plainly indicated. The typical sections are complete except for surface and base types and thicknesses. This information is determined in accordance with methods discussed in an article entitled [[Other Aspects of Pavement Design#Thickness Determination|Thickness Determination]]. Addtional guidance is also available in [[:Category:242 Optional and Alternate Pavement Designs|EPG 242 Optional and Alternate Pavement Designs]]. <br />
<br />
[[:Category:231 Typical Section Elements for Roadways|Typical sections]] for other than the main line roadway, such as ramps, crossroads, supplementary routes, [[232.5 Freeways#Outer Roads and Service Roads|service roads, outer roadways]], bypasses, etc., are shown following the main line roadway typical section sheet(when the plan sheet format is used) or on the preliminary plan in the vicinity of the proposed road or ramp (when the strip map format is used).<br />
<br />
===235.3.6 Title===<br />
<br />
The preliminary plan is properly titled on the title sheet if prepared on plan sheets, or at both ends if prepared on a roll (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). If the preliminary plan includes revisions or modifications to a previously approved preliminary plan, it is marked and titled "Revised". The anticipated posted speed, design traffic data and [http://www.modot.org/newsandinfo/functionalclassificationmaps/index.htm functional classification] are indicated adjacent to the title.<br />
<br />
===235.3.7 Grades===<br />
<br />
The tentative grade line is indicated on the profile section (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). Those topographic features and improvements that establish elevation controls are taken into consideration. The grade line should provide balanced earthwork insofar as it is practical to estimate a balanced grade line with the profile information and knowledge of the location. In general, no attempt is made at this time to precisely establish a balanced grade line. The typical section is used without modification for special ditches, cut classification, etc. The vertical P.I. stations and elevations, as well as the rates of grade, are indicated. The length of all vertical curves, stopping sight distance at crest, and the "K" value at sag vertical curves are included. Preferred grade and vertical alignment controls are discussed in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]]. Passing sight distance controls and data are not noted or indicated on the preliminary plan. However, they are clearly stated in a letter of transmittal to the district engineer asking for approval of the preliminary plan and in the letter to [https://modotgov.sharepoint.com/sites/DE/ Design] which transmits the approved preliminary plan.<br />
<br />
===235.3.8 Intersecting Roadways===<br />
<br />
All intersecting roadways are shown on the preliminary plan including those that are to remain open as at-grade intersections, grade separations, or interchanges (see example plans). Their centerline and profile are included on the preliminary plan. The stationing of the crossroad proceeds from left to right unless the crossroad is a state route on which the stationing has already been established. Schematic details are included for all intersections in sufficient detail to indicate generally the plan for developing the intersection. The crossroad profile is plotted on the profile section of the map, and the proposed grade is shown. Grade controls for intersecting roads are discussed in [[:Category:233 At - Grade Intersections|EPG 233 At-Grade Intersections]]. Typical sections showing surface type, surface width, and roadway width for all existing and for all proposed replacement roads (which are to remain open) that intersect the main roadway are required.<br />
<br />
===235.3.9 Railroads===<br />
<br />
Paralleling railroads are shown where the survey is close enough that a common right of way line will be used, or where the proposed work will encroach upon the railroad right of way. Where the survey crosses a railroad, the location of the railroad, the railroad profile and railroad stationing are shown. Additional information concerning the relationship between the roadway and the railroad is found in [[643.4 Railroads|EPG 643.4 Railroads]].<br />
<br />
===235.3.10 Interchanges===<br />
<br />
A schematic drawing showing general details for all interchanges is included (see example plans). Ramp profiles and tentative grades are shown on the profile portion of the preliminary plan, or may be shown on supplemental profile sheets. The location of ramp base lines, the direction of ramp stationing, and the proper identification of ramps are discussed in [[:Category:234 Interchanges|EPG 234 Interchanges]]. Preliminary plans include geometric details for all [[234.2 Diamond Interchanges|EPG 234.2 Diamond Interchanges]]. For other interchange types, additional details may be necessary as covered in [[234.3 Directional Interchanges|EPG 234.3 Directional Interchanges]], [[234.4 Single Point Urban Interchanges (SPUIs)|EPG 234.4 Single Point Urban Interchanges]], and [[234.5 Cloverleaf Interchanges|EPG 234.5 Cloverleaf Interchanges]]. An [[media:235 Sample Preliminary Plans.pdf|example of acceptable preliminary plan details]] for interchanges is available. Precise computation of ramp base lines and ramp stationing is not required at the preliminary plan stage. The central angles for ramp curvature are scaled from the drawings, as is the ramp stationing.<br />
<br />
===235.3.11 Design Traffic===<br />
<br />
In addition to the main roadway design traffic volume required on the preliminary plan the same information is shown for interchanges and for all at-grade intersections if either or both of the crossroads have over 400 annual average daily traffic (AADT) (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). If design traffic volumes indicate auxiliary turning lanes may be warranted, the district will request design turning movements from the Transportation Planning Division. Discretion is used in requesting design turning movements. Design traffic movements (AADT) and design hourly volume (DHV), or percentage of AADT for peak hour volume, are shown as a schematic diagram on the interchange layout or intersection layout.<br />
<br />
===235.3.12 Soils Information===<br />
<br />
A soils survey is requested from the district geologist as soon as the roadway template, alignment and tentative grades have been established with a reasonable degree of certainty during development of the preliminary plan.<br />
<br />
===235.3.13 Pavement Type Selection===<br />
After the preliminary plan is completed, the district requests a pavement type selection (PTS) , from the Pavement Team in the Construction and Materials Division, for treatment of the mainline, shoulders and any other roadways associated with the project. The treatment may consist of any combination of new pavement, overlay and repairs. The district will submit the necessary information required by the Pavement Team, which, at a minimum, consists of Part I of the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] consisting of resurfacing, restoration and rehabilitation (all possible work with the exception of reconstruction or new full-depth pavement), or Part I of the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] consisting of resurfacing, restoration, rehabilitation <u>and</u> reconstruction. The designer is not required to send the complete 3R or 4R report to the Pavement Team, although the complete 3R or 4R conceptual study report must be submitted to the Design Division.<br />
<br />
PTS recommendations from the Pavement Team can include pavement and base layer thicknesses, asphalt mix types, shoulder types, non-structural maintenance treatments (such as UBAWS and microsurfacing), subgrade stabilization (if necessary), repair strategies and estimated quantities, etc.; that is, whatever is required to comply with the request. <br />
<br />
In order to satisfy statewide asset management goals within budget constraints, MoDOT primarily specifies thin asphalt overlays for pavement type selection requests. The district may have a preference for milling part of the existing pavement prior to placement of the overlay. The Pavement Team engineer will need to assess the pavement condition before making a decision about milling. Although a visual survey can provide some information, the best way to assess pavement condition is through evaluating cores. Core data is requested in Section 4 of the 3R and 4R reports. The district designer should be as thorough as possible in providing this information. Coring can usually be requested through the District Pavement Specialist or Geologist. In cases where the district is unable to provide their own coring services, the Pavement Team may be able to assist. Coring should be completed within 18 months of the project letting to ensure the core condition ably reflects the current pavement condition.<br />
<br />
For projects with new pavement or full-depth reconstruction, the district designer shall include pavement bid items and typical sections for both asphalt and concrete pavement designs. The Pavement Team will provide both designs. These may even be expanded to include different base types as well. The set of pavement designs will be classified as alternate or optional for bidding purposes, depending on the new pavement quantities. See [[:Category:242 Optional and Alternate Pavement Designs|EPG 242 Optional and Alternate Pavement Designs]] for more detailed information.<br />
<br />
Occasionally, design circumstances may dictate a need to specify one pavement type over another on a project with new pavement. The district core team will justify their recommendation for a single pavement type as a design exception to the Design Liaison Engineer and the Pavement Team. The Project Manager is responsible for documenting the reasons on the [[104.11 Project Scoping Documentation|SIMS Form]].<br />
<br />
===235.3.14 Handling Traffic===<br />
<br />
Consideration is given to the manner of handling traffic during construction, particularly at the ends of the project or where the location crosses more important existing roads. The locations of necessary bypasses and proposed profiles are indicated on the preliminary plan.<br />
<br />
===235.3.15 High Water Data===<br />
<br />
The [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.2.4.1_Normal_Water_Surface_Elevation Normal Water Surface Elevation] at major stream crossings is indicated on the preliminary plan since this elevation will usually control the grade in the area of the stream crossing.<br />
<br />
===235.3.16 Soil and Cut Classification===<br />
<br />
Soil classifications (i.e., Class A, Class C, etc.) are indicated by a note at the top of the profile portion of the preliminary plan. The approximate strata of various cut classifications are also shown on the profile portion.<br />
<br />
===235.3.17 Termini Controls===<br />
<br />
The alignment and profile of the existing roadway at each end of the proposed improvement are indicated for a sufficient distance, generally at least 1000 ft. from the ends of the improvement. This allows a proper review of the connecting alignment and grade.<br />
<br />
===235.3.18 Examples===<br />
<br />
[[media:235 Sample Preliminary Plans.pdf|Examples]] showing necessary details and methods for showing details on preliminary plans are available.<br />
<br />
==235.4 Project Limits==<br />
<br />
It is desirable to designate limits on federal aid projects eligible for 100% federally controlled funding and for "Bridge Funds" (eligible for 80% federal funding) at the preliminary plan stage. Project items eligible for 100% federal funding include highway-railroad grade separations, traffic signals, highway signing, highway lighting, guardrail and impact attenuators. Costs for guardrail and impact attenuators should total $25,000 or more to be eligible for 100% federal funding. At the time of preliminary plan approval the district establishes these project limits. These limits should be indicated as approximate because final determination of grade line can result in minor adjustments.<br />
<br />
==235.5 Field Checks==<br />
<br />
When a trial grade line has been roughed in on the preliminary plan, the designer should make a field check to familiarize themselves with the job and to visually check the data displayed on the preliminary plan. Other necessary field checks are to be made as design progresses.<br />
<br />
The project manager and the design team (including the district right of way agent) will conduct a preliminary field check prior to completion of the preliminary plan. This preliminary field check ensures that the preliminary plan reports the district's recommended design and it conforms with the approved environmental document.<br />
<br />
==235.6 Approval of Preliminary Plan==<br />
<br />
The district engineer may approve the preliminary plan as long as established design guidance and policy are followed. If [[131.1 Design Exception Process|design exceptions]] are necessary, they must accompany the submittal of the preliminary plan to the District Engineer for review and approval.<br />
<br />
When [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects that are designated for federal involvement for preliminary plans on the PODI Matrix]] the draft preliminary plan must be reviewed by the FHWA prior to the District Engineer’s approval so that FHWA comments may be addressed. The district Project Manager submits the draft preliminary plan to FHWA for their review and comment. This submittal of the draft preliminary plan to FHWA may occur at the same time as the Project Core Team review of the preliminary plan. An updated cost estimate of the project is included in the submittals.<br />
<br />
For PODI projects where preliminary plans review is the selected activity, the letter of transmittal to FHWA and Design shall contain the following information:<br />
<br />
:* Passing sight distance controls and data.<br />
:* Existing pavement type together with thicknesses of surfacing and base at the connecting ends of the project.<br />
:* Brief statements on [[127.22 Off-Site Borrow, Spoil, and Staging Areas|borrow or excess material requirements]].<br />
:* Utility concerns.<br />
:* The results of traffic capacity studies.<br />
:* TSMO Evaluation and Analysis.<br />
:* Ideas for traffic control.<br />
:* Any information necessary to explain items not self-explanatory on the preliminary plan itself.<br />
<br />
The NEPA process must conclude, resulting in FHWA approval of a CE, Finding of No Significant Impact (FONSI), or a Record of Decision (ROD), prior to final design activities. The process to obtain this approval is described in [[127.14 National Environmental Policy Act (NEPA) Classification and Documents|EPG 127.14 National Environmental Policy Act (NEPA) Classification Documents]].<br />
<br />
The district completes an electronic request for environmental services [[127.1 Request for Environmental Services|(RES)]] at each project development milestone, or at least at the Location/Conceptual state and final design (see [[127.1 Request for Environmental Services#127.1.1.2 Process|EPG 127.1.1.2 Process]]). Submission of the RES at the preliminary plans stage is the most valuable submittal for environmental and historic preservation staff to complete surveys, fieldwork, and permits, and possibly prevent future project delays.<br />
<br />
Prior to Preliminary Plan Approval, the District Project Manager will provide the owner of record of such property impacted by the project with a [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Written Notice of Alternative Location and Design Letter (Form 236.10.7.3B)], with a copy of the project plat/map/aerial by certified mail to the owner of record, in addition to any other parties to which a written offer will be made. (see [[236.10_Right_Of_Way_Condemnation#236.10.7.3_Alternative_Location_Proposals_.28RSMo_523.265.29|EPG 236.10.7.3]]). The [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Written Notice of Alternative Location and Design Letter (Form 236.10.7.3B)] is a separate letter than the 60-day Notice of Intended Acquisition (Form 236.10.7.3A), which will be sent by the ROW Manager at A-date approval time. Any deviation from this guidance will require approval from the Assistant to State Design Engineer – Right of Way.<br />
<br />
==235.7 Distribution of Preliminary Plans==<br />
<br />
Prints of preliminary plans, which are furnished by the district, are to be stamped "PRELIMINARY PLANS - SUBJECT TO CHANGE." Originals of approved preliminary plans are retained in the district. Originals and reproducible copies are not to be loaned to others for printing. Complete preliminary plan prints are released only to local government. There is no charge for a reasonable number of prints for use by these agencies. Prints are furnished to anyone desiring coverage of individual properties, including isolated tracts at interchange areas. This includes oil companies and possible land speculators, but it is not our intent to supply them with prints of the entire preliminary plan. The charge for prints to other than local subdivisions of government will be in accordance with established pricing information.<br />
<br />
==235.8 [[:Category:122 Aviation|Airports]]==<br />
<br />
When any improvement is located near a public use airport or heliport or is more than 200 ft. above existing ground level, the notice and submittal requirements of Federal Aviation Regulation Part 77 shall be followed. “Near” is defined as: 20,000 ft. (4 miles) from an airport with runway length of at least 3,200 feet; 10,000 ft. (2 miles) from an airport with runway no longer than 3,200 feet; 5,000 ft. (1 mile) from a public use heliport. The [https://oeaaa.faa.gov/oeaaa/external/gisTools/gisAction.jsp?action=showNoNoticeRequiredToolForm FAA’s Notice Criteria Tool] is the best resource for determining whether an improvement must be filed with the FAA. [http://ghgis10/tmsmaps/ TMS Maps] has locations of all public use airport and heliports on the airports layer.<br />
<br />
===235.8.1 Exemptions===<br />
There are two exceptions to the submittal requirements:<br />
<br />
:'''1. Height Exemption:''' The Notice Criteria Tool will automatically add height to a travelway to account for vehicle height as follows: 17 ft. for Interstate Highway, 15 ft. for other public roadway, 10 ft. for private road and 23 ft. for railroad and waterway. When entering the required information in the Notice Criteria Tool the height entered for the structure would be the height in feet in <u>EXCESS</u> of the above listed baseline heights. <u>For those instances when the improvement and the equipment operating while performing the improvements falls below the above listed heights, the Notice Criteria Tool does not have to be used and the improvement does not need to be filed with the FAA, and a memo to the project file in SharePoint and in ProjectWise is sufficient. However, if the project falls near (as defined, above) to an airport, the Airport JSP must be placed in the project specifications.</u><br />
<br />
:'''2. Shielding Exemption:''' Any proposed construction of or alteration to an existing structure is normally considered to be physically shielded by one or more existing permanent structure(s), natural terrain, or topographic feature(s) of equal or greater height if the structure under consideration is located:<br />
<br />
::a. Not more than 500 ft. horizontal distance from the shielding structure(s) and in the congested area of a city, town, or settlement, provided the shielded structure is not located closer than the shielding structures to any heliport or airport located within 5 miles of the structure(s).<br />
<br />
::b. So that there would be at least one such shielding structure situated on at least three sides of the shielded structure at a horizontal distance of not more than 500 feet.<br />
<br />
::c. Within the lateral dimensions of any runway approach surface but would not exceed an overall height above the established airport elevation greater than that of the outer extremity of the approach surface, and located within, but would not penetrate, the shadow plane(s) of the shielding structure(s).<br />
<br />
<u>If the shielding exemption applies, the Notice Criteria Tool does not have to be used and the improvement does not need to be filed with the FAA, and a memo to the project file in SharePoint and in ProjectWise is sufficient.</u><br />
<br />
===235.8.2 [https://oeaaa.faa.gov/oeaaa/external/gisTools/gisAction.jsp?action=showNoNoticeRequiredToolForm FAA’s Notice Criteria Tool]===<br />
If neither of the above exemptions apply, the Notice Criteria Tool must be used. After entering the improvement information into the FAA’s Notice Criteria Tool, the filing information will be determined and will be one of two outcomes: the improvement shall be filed with FAA; or the improvement does not meet the FAA’s filing requirement and no further action is required.<br />
<br />
'''Typical Maximum Height of Equipment.''' The core team should give consideration to the typical maximum height of equipment which will likely be used during construction. Most dump truck beds, when fully extended will likely exceed the allowable height exemptions. Delays caused by re-submittal during construction may significantly impact the project construction schedule and the contractors work schedule.<br />
<br />
===235.8.3 FAA Filing and Determination===<br />
If the FAA’s Notice Criteria Tool determines that the improvement needs to be filed with the FAA, the filing of Form 7460-1 can be completed electronically on [https://oeaaa.faa.gov/oeaaa/external/portal.jsp FAA’s Obstruction Evaluation/Airport Airspace Analysis website]. This notice must be filed at least 45 days prior to construction, but preferably at preliminary plans stage of the project. This step in the filing process will be considered the original 7460-1 for the improvement, as some of the information provided in the filing form is preliminary and could change at the contractor’s discretion.<br />
<br />
The FAA will evaluate the improvement that was filed and issue a determination regarding safe and efficient use of airspace. The determination will outline any special considerations that should be followed. This determination may include a requirement to complete an FAA form 7460-2 after construction is complete which documents as-built conditions. Requirements from the determination must be clearly communicated from design to construction to ensure all requirements are met at the completion of the project.<br />
<br />
===235.8.4 Applicable Projects After Award===<br />
Applicable projects are those which meet the definition as outlined in EPG 235.8 Airports, above. After the improvement has been awarded to a contractor, MoDOT Construction Project Office representative will coordinate with the contractor at the pre-construction meeting to determine if the assumptions used for a height exemption or entered into the original 7460-1 were accurate. If the height exemption assumptions are not applicable, or updates to the original 7460-1 need to take place, the MoDOT Construction Project Office representative will reevaluate the proposed equipment or improvement height and take the appropriate steps to confirm a height exemption or file a 7460-1. If a previous 7460-1 has been filed, the original 7460-1 will be re-filed with the appropriate changes and this new 7460-1 will now be considered an individual permit for the improvement. <br />
<br />
Note: Particular attention must be given to all types of signs, light poles, cranes and large equipment that may require notice as outlined in F.A.R. Part 77. The names and locations of civil and private airports in Missouri can be obtained from the "Missouri Aeronautical Chart" available from the Aviation Section in Multimodal Operations, or at [http://www.modot.org/othertransportation/aviation/publications.htm MoDOT's Aviation Publications website].<br />
<br />
==235.9 Project Scoping Documentation==<br />
<br />
Following approval of the preliminary plan and the public meeting/hearing documentation of the project scope is updated as necessary by the project manager. Details of this procedure are contained in [[104.11 Project Scoping Documentation|EPG 104.11 Project Scoping Documentation]].</div>Hoskirhttps://epg.modot.org/index.php?title=LPA:136.6_Environmental_and_Cultural_Requirements&diff=53610LPA:136.6 Environmental and Cultural Requirements2024-03-22T20:54:51Z<p>Hoskir: /* 136.6.4.5.2.2.2 Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat Only */ updated link per email from Stephanie M.</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="360px" align="right" <br />
|-<br />
|<center>'''Figures'''</center><br />
|-<br />
|[[media:136.6.1.docx|Fig. 136.6.1, Project Review Process flowchart]]<br />
|-<br />
|[[media:136.6.2.docx|Fig. 136.6.2, Key Environmental/Cultural Resources Compliance Milestones]]<br />
|-<br />
|[[media:136.6.3 Jan 18 2019.docx|Fig. 136.6.3, Environmental/Cultural Resources Compliance Checklist]]<br />
|-<br />
|[https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review]<br />
|-<br />
|[[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]]<br />
|-<br />
|[[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing Categorical Exclusion Determination]]<br />
|-<br />
|[[media:136.6.6 2021.pdf|Fig. 136.6.6, Generalized flowchart of the Section 106 Process for Local Public Agencies]]<br />
|-<br />
|[[media:136.6.7 2017.docx|Fig. 136.6.7, Memorandum of Agreement for Mitigation of Adverse Effects]]<br />
|-<br />
|[[media:136.6.8 2013.doc|Fig. 136.6.8, LPA Section 4(f) Compliance Worksheet for Public Lands]]<br />
|-<br />
|[[media:136.6.9.doc|Fig. 136.6.9, Content of a Section 4(f) Evaluation]]<br />
|-<br />
|[[media:136.6.10.doc|Fig. 136.6.10, Diagram of Typical Floodplain]]<br />
|-<br />
|[http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11, LPA Floodplain Development Permit]<br />
|-<br />
|[http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12, Engineering “No-Rise” Certificate]<br />
|-<br />
|[[media:136.6.13.doc|Fig. 136.6.13, Procedures for “No-Rise” Certification for Proposed Development]]<br />
|-<br />
|[[media:136.6.14.docx|Fig. 136.6.14, Procedures for Environmental Clearance of Borrow Sites and Other Disturbed Areas Outside Right of Way]]<br />
|-<br />
|[[media:136.6.15_e106_Example_2022.pdf|Fig. 136.6.15, Example e106 Form]]<br />
|-<br />
|[[media:136.6.16_2022.pdf|Fig. 136.6.16, LPA Project Checklist for Adverse Effects]]<br />
|-<br />
|[[media:136.6.17.docx|Fig. 136.6.17, Sample LPA Transmittal of MOA Letter]]<br />
|-<br />
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]<br />
|-<br />
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]] <br />
|-<br />
! <center>'''Other Figures and Information for EPG 136.6'''</center><br />
|-<br />
|[http://www.achp.gov/archguide.html Advisory Council “Model MOA”]<br />
|-<br />
|[https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot Categorical Exclusion Determination]<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1718_inst.pdf Instructions for Completing the SHPO 106 Survey Memo]<br />
|-<br />
|[[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating]]<br />
|-<br />
|[https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Nationwide 404 Permit for Minor Road Crossings (NWP 14 Linear Transportation Projects)]<br />
|-<br />
|[http://www.modot.org/business/lpa/cert_train.htm NEPA Training video] - scroll down to bottom left<br />
|-<br />
|[http://www.achp.gov/apptoolkit.html Section 106 Applicant Toolkit] - this Advisory Council on Historic Preservation's toolkit provides additional and supplemental info for the Section 106 process<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1718.pdf State Historic Preservation Office’s Section 106 Survey Form]<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office’s Section 106 Project Information Form]<br />
|-<br />
|<div id="PowerPoint Tutorials"></div><br />
|-<br />
! <center>'''"How To" PowerPoint Tutorials'''</center><br />
|-<br />
|[[media:136.6 How to Complete the Application.ppt|How to Complete the Application for Section 106 Clearance]]<br />
|-<br />
|[[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]]<br />
|-<br />
|<center>'''Federal-Aid Essential Videos'''</center><br />
|-<br />
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=develop Project Development]<br />
|-<br />
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=environm Environment]<br />
|}<br />
<br />
=136.6.1 Introduction=<br />
<br />
Meeting environmental and cultural resource requirements and getting the necessary approvals and permits for local public agency (LPA) projects can involve multiple steps and varying lengths of time. Not meeting requirements in a timely manner can delay or even halt your project. You must obtain National Environmental Policy Act (NEPA) approval from the [http://www.fhwa.dot.gov/ Federal Highway Administration (FHWA)] before 35% plan completion. Before you can begin right-of-way acquisition for the project, you need concurrence from the State Historic Preservation Office (SHPO) that [[127.2 Historic Preservation and Cultural Resources|Section 106 (cultural resources)]] has been addressed satisfactorily. Some resources with specific requirements in addition to NEPA include historic buildings, archaeological sites, historic bridges, historic sites and parklands, wetlands and waterbody crossings, endangered species and conversion of farmland. Information on these topics and others can be found in this article and in the [http://www.modot.org/business/lpa/cert_train.htm NEPA Training video]. <br />
<br />
'''Roles and Responsibilities:''' MoDOT’s role in the project review process is to advise the LPA of requirements that must be met, review any NEPA submittals for completeness before forwarding to FHWA, and ensure that all needed permits, approvals, or other supporting documentation are obtained. The LPA is expected to provide complete and accurate information about the project. Complying with the applicable laws and regulations is the LPA’s responsibility. The LPA interacts with MoDOT through the designated district contact. For the occasional project that is classified as an Environmental Assessment (EA) or Environmental Impact Statement (EIS) under NEPA, a MoDOT environmental staff member will be a liaison between the LPA and FHWA. The liaison participates in project team meetings, is responsible for all communication with FHWA concerning the project, and helps ensure satisfactory compliance with NEPA. A flowchart summarizes the environmental/historic preservation project review process in [[media:136.6.1.docx|Figure 136.6.1]]. The timeframes needed to achieve key environmental/cultural resources compliance milestones are shown below and in [[media:136.6.2.docx|Figure 136.6.2]] (landscape format to print for reference). [[media:136.6.3 Jan 18 2019.docx|Figure 136.6.3]] contains a helpful checklist to guide the LPA through this process.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" colspan="4"|Key Environmental/Cultural Resources Compliance Milestones<br />
|-<br />
! style="background:#BEBEBE" |Task/Submittal!! style="background:#BEBEBE" |LPA Responsibility !! style="background:#BEBEBE" |MoDOT Responsibility!! style="background:#BEBEBE" |MoDOT Timeframe<br />
|-<br />
|Obtain NEPA classification||Provide adequate project information with Request for Environmental Review||Provide classification|| 30 days<br />
|-<br />
|Complete NEPA documentation if required:<br> 1. Programmatic CE (no documentation required)<br>2. Letter CE<br> 3. CE2<br>4. EA<br>5. EIS ||Prepare and submit required documentation|| Review documentation, provide comments, and submit documentation (revised by LPA as needed) to FHWA || 1. Programmatic CE – 4 weeks<br>2. Letter CE – 6 weeks<br>3. CE2 – 10 weeks <br>4. EA – 18 months <br>5. EIS – 36 months<br />
|-<br />
|Comply with Section 106 (cultural resources)||Obtain SHPO's concurrence||Ensure Section 106 compliance||Generally, 10 weeks<br>* Can take 6–12 months if SHPO finds adverse effect<br />
|-<br />
|Section 4 (f)<br>1. Historic bridge programmatic<br>2. Public land prog. or ''de minimis''<br>3. Full draft and final evaluation ||1. Prepare MOA<br>2. Provide documentation<br>3. Provide documentation||1. Review MOA<br>2. Review & submit to FHWA<br>3. Review & submit to FHWW ||1. 6 months<br>2. 60 days <br>3. 12 months<br />
|-<br />
|Comply with Clean Water Act Sections 404 and 401||Obtain permits||Ensure compliance||Nationwide: 6–8 weeks<br> Individual: 4–6 months<br />
|-<br />
|Comply with Endangered Species Act||Consult with MDC and obtain clearance letter||Review consultation|| 1–6 months<br />
|-<br />
|Floodplains||Contact local floodplain administrator for any needed permits||Ensure compliance|| 1–6 months<br />
|-<br />
|Comply with Clean Water Act Section 602||Obtain NPDES permit||Ensure Section 602 compliance|| 1–3 months<br />
|-<br />
|Comply with env. laws regarding use of borrow & spoil sites||Comply with applicable laws||Ensure compliance with applicable laws|| Varies according to law<br />
|-<br />
|Hazardous waste||Determine presence, contact DNR if hazardous materials are found||Ensure compliance|| 1 month<br />
|-<br />
|Comply with Farmland Protection Policy Act (FPPA)|| Obtain Farmland Rating||Ensure FPPA compliance|| 6 weeks<br />
|-<br />
|Environmental Justice, Title VI, ADA, etc.||Ensure compliance||Ensure compliance|| 1 month<br />
|-<br />
|Noise|| Complete noise study if necessary|| Ensure compliance|| 1–6 months<br />
|-<br />
|Comply with Clean Air Act||Ensure Clean Air Act compliance, model if necessary||Ensure Clean Air Act compliance||6–12 months if modeling required<br />
|-<br />
|Public Involvement|| Provide planned or completed public involvement|| Ensure compliance with [[:Category:129 Public Involvement|EPG 129 Public Involvement]]|| 1-8 weeks<br />
|}<br />
<br />
=136.6.2 National Environmental Policy Act (NEPA) Classification=<br />
<br />
The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] to the MoDOT district contact within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER initiates MoDOT environmental and historic preservation staff’s review of the project to determine the appropriate NEPA classification. The district contact will notify the LPA of the project’s classification as well as other environmental permits and clearances the LPA must obtain. <br />
<br />
Since the environmental classification is based on the scope of the project and expected magnitude of impacts, providing all information requested on the form is vital to getting the NEPA classification as early as possible. Whenever the project scope or location changes or more than a year has passed since MoDOT’s environmental and historic preservation staff reviewed the RER, the LPA will submit to the MoDOT district contact a new RER that describes and shows any changes. Based on that information, the project will be reexamined. A completed and approved NEPA document has a limited shelf life of three years from the date on the NEPA document. If construction obligation has not occurred within three years of the date on the NEPA document/date, a new RER must be filled out and reviewed and a new NEPA document/date will be issued. After obtaining approval of a ROD, FONSI, or CE determination and before requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.<br />
<br />
The basic NEPA classifications are: <br />
<br />
:* Categorical Exclusion (CE)—typically sufficient for projects that do not individually or cumulatively have a significant environmental effect. Most projects will be classified as CEs.<br />
<br />
:* Environmental Assessment (EA)—required for projects in which the environmental impact is not clearly established. Projects such as a two-lane relocation or adding lanes to an existing highway corridor generally require an EA. <br />
<br />
:* Environmental Impact Statement (EIS)—required for projects that may have significant adverse impacts or that are controversial. Projects such as a new controlled-access freeway, a highway project of four or more lanes on a new location, or new construction or extension of a separate roadway for buses or high occupancy vehicles not located within an existing highway facility typically require an EIS.<br />
<br />
=136.6.3 Categorical Exclusion (CE) =<br />
<br />
The majority of transportation projects in Missouri are classified as categorical exclusions (CEs) and are completed as a programmatic CE (PCE) or a CE2. Approximately 96% of LPA projects have been classified as programmatic CEs, with the remainder classified as CE2s and very rarely as an EA or EIS (see [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5 NEPA Glossary]]). <br />
<br />
An agreement with FHWA allows MoDOT to automatically classify specific types of projects that require no more than 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, as PCEs. PCEs do not require FHWA review. MoDOT and FHWA executed the newest [[media:2023_PCE_Agreement.pdf|programmatic agreement]] on September 22, 2021. The thresholds that cannot be exceeded are contained within the agreement. If a project exceeds one of the thresholds, a CE2 must be approved by FHWA.<br />
<br />
For projects that require over 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, MoDOT will advise the LPA to complete a [https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot CE2 Form] describing the project, the impacts expected from the project, and mitigation to compensate for the project’s impacts. The Form requests information such as the federal project number, route, county, project termini and length, project description, current and future average daily traffic (ADT), right of way and easement needs, displacements/relocations, a location map, and any other associated attachments. [[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing a CE2 Form]], guides the LPA through the process. For FHWA to concur that the project is a CE2 instead of an EA or EIS, the CE2 document must clearly demonstrate that the project will not have significant impacts and therefore, is categorically excluded from the requirement to prepare an EIS or EA. MoDOT will notify the LPA of the CE2 approval, request for more information, or FHWA’s decision that an EA or EIS needs to be prepared.<br />
<br />
=136.6.4 Beyond NEPA—Complying with Other Federal and State Environmental Laws and Regulations=<br />
<br />
The resource-specific information that follows is intended to aid the LPA in complying with federal and state environmental laws and regulations. Ultimately, the LPA is solely responsible for compliance with all applicable laws and regulations, regardless of the information, or lack thereof, included here. The LPA must ensure that all commitments specified in environmental documents are identified in plans and job specifications as appropriate. The LPA is also responsible for implementing all commitments and monitoring included in environmental documents. <br />
<br />
==136.6.4.1 Section 106 (Cultural Resource) Compliance ==<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right" <br />
|-<br />
|'''Useful Section 106 Websites'''<br />
|-<br />
|[http://www.achp.gov/work106.html Advisory Council on Historic Preservation]<br />
|-<br />
|[http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]<br />
|-<br />
|[http://www.environment.fhwa.dot.gov/histpres/index.asp Federal Highway Administration]<br />
|-<br />
|[http://www.modot.org/ehp/HistoricPreservation.htm MoDOT Historic Preservation Section]<br />
|}<br />
[[127.2 Historic Preservation and Cultural Resources|Section 106 of the National Historic Preservation Act (NHPA) of 1966]] requires the consideration of the potential impacts of federally funded or permitted projects to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects or historic districts. The significance of a cultural resource is evaluated by applying a specific set of criteria that is set forth by the [http://www.nationalregisterofhistoricplaces.com/faq.html National Register of Historic Places]. Cultural resources that meet the criteria of eligibility for listing on the National Register are referred to as “historic properties.” Failure to comply with Section 106 requirements could jeopardize federal funding and permits for a project. Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values are factored into the planning process for all federally funded or permitted projects. Compliance with Section 106 requires three things: <br />
<br />
:1. ''Identify historic properties.'' Determine project’s area of potential effects (APE), identify cultural resources within the APE, and evaluate historic significance of these cultural resources; <br />
<br />
:2. ''Assess adverse effects.'' Assess if the project will have an adverse effect on historic properties; and <br />
<br />
:3. ''Resolve adverse effects.'' Avoidance, minimization, and/or mitigation of any project adverse effects on historic properties. <br />
<br />
[[image:136.6.4.1.jpg|center|750px]]<br />
<br />
Additional information on the Section 106 process is available on the webpages of the [http://www.achp.gov/work106.html Advisory Council on Historic Preservation] and the [http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]. <br />
<br />
[[media:136.6.6 2021.pdf|Fig. 136.6.6]] illustrates the steps that the LPAs should follow to comply with Section 106. <br />
<br />
===136.6.4.1.1 Step 1, Determine Need for Cultural Resource Investigations===<br />
<br />
The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER submittal initiates the Section 106 review. <br />
<br />
MoDOT has hired a consultant to oversee the LPA Section 106 compliance. The basic process is:<br />
<br />
:1. The LPA should submit their Request for Environmental Review (RER). The consultant will review the RER and determine if the job Section 106 compliance is covered by the Section 106 agreement document on Minor Highway Projects. <br />
<br />
::A. If it is the consultant will state on the RER that the project has Section 106 clearance and list the Stipulation and the date the decision was made. <br />
<br />
::B. If the project is not covered by the Minor Highway Projects agreement, the consultant will state on the RER that a Section 106 investigation and submittal to SHPO is required. <br />
<br />
:2. If a Section 106 investigation is required, the LPA will then move to [[#136.6.4.1.2 Step 2, Cultural Resource Investigations|EPG 136.6.4.1.2 Step 2, Cultural Resource Investigations]].<br />
<br />
::A. The consultant will review the LPA’s (or their consultants) Section 106 submittal before it is sent to SHPO. <br />
<br />
::B. If the Section 106 finding is “no historic properties affected” or “no adverse effect to historic properties and the State Historic Preservation Office concurs with this finding the Section 106 process has been completed.<br />
<br />
::C. If the finding is “adverse effect to a historic property,” the LPA will then need to negotiate and execute a Section 106 agreement document (e.g., Memorandum of Agreement or Programmatic Agreement).<br />
<br />
:3. If a Section 106 agreement document is required, the LPA will then move to [[#136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement|EPG 136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement]]. <br />
<br />
::The consultant will also oversee the LPA’s (or their consultants) consultation and development of the Memorandum of Agreement.<br />
<br />
[[image:136.6.4.1.1 Historic Bridge.jpg|center|750px|thumb|<center>'''The Historic Big Creek Bridge – an 8-panel, pin-connected Camelback through truss bridge</center>''']]<br />
<br />
===136.6.4.1.2 Step 2, Cultural Resource Investigations===<br />
<br />
'''If the SHPO requests a Section 106 survey the LPA will need to hire a qualified [https://www.modot.org/lpa-call-list cultural resource consultant] or staff member to conduct the survey and to submit a report of their findings to the SHPO.'''<br />
<br />
'''Step 2a. The Cultural Resource Survey'''<br />
<br />
:a. Cultural resource surveys typically are limited to the area of potential effects (APE) (i.e., For archaeology, this is the maximum footprint of the project consisting of proposed and existing right of way, and permanent and temporary easements) and any off-site areas, if known, (e.g., borrow, staging, wasting, etc.). For architectural resources, the APE may include the limits of the project plus a buffer around the project area so indirect effects of the project are considered (usually 50 ft in urban settings and 100 ft in rural settings).<br />
<br />
:For archaeological resources, the APE is the maximum footprint of the project consisting of existing and new right-of-way, and temporary and permanent easements.<br />
<br />
::1. An architectural survey consists of photographing buildings within the architectural APE and providing descriptions and historical information about those buildings constructed more than 50 years ago. In addition to buildings, features associated with a property such as gateposts, hitching posts, outbuildings, signage, etc. should be included in the photographic coverage. Clear photographs, which show the resource clearly, should be included in the survey report. Photographs taken out of car windows or where the resource is hidden behind vegetation are not acceptable.<br />
<br />
::2. A Phase I archaeological survey is an intensive, systematic, investigation of the APE of the proposed project to identify any archaeological site that may be affected by the proposed project. If there is good surface visibility (e.g., a plowed field), archaeological sites may be identified by a pedestrian survey, which consists of archaeologists walking the area to examine what is exposed on the surface. If there is poor surface visibility (e.g., a pasture) the archaeologists use shovel or auger tests to look for artifacts. Shovel tests are small hand-dug holes about 12 inches wide and up to 24 inches deep, while auger tests are 8-inch diameter holes up to 6 feet deep. In most survey areas, shovel tests or auger tests will be excavated at 50 foot intervals. The excavated soil is examined for artifacts and other evidence of prehistoric or early historic archaeological sites.<br />
<br />
::Phase II archaeological site testing will be needed if any potential National Register eligible sites are encountered in the APE that could be impacted by the proposed project. The Phase II is a limited archaeological excavation of a site to determine its significance and whether it meets National Register eligibility standards. The standard method for testing an archaeological site is the hand-excavation of test units. Test Units are usually 3 ft. x 3 ft. or 3 ft. x 6 ft. in size and are dug usually to a depth of 3 to 4 feet. These test units are excavated to search for intact artifact deposits and/or features (e.g., hearths, storage pits, hut basins, etc.) that would provide information about the people whose activities had created the site. The archaeological consultant will need to consult with SHPO and MoDOT on the proposed Phase II testing strategy before it is implemented. A Phase II investigation takes approximately 1-2 weeks per site.<br />
<br />
:b. Reporting the results of the survey should follow the SHPO [https://mostateparks.com/sites/mostateparks/files/MO_phase1_guide.pdf “Guidelines for Phase I Archaeological Survey and Reports”]. If cultural resources are found, accompanied by the [https://mostateparks.com/sites/mostateparks/files/Cultural-Resource-Investigation-Report-Form.pdf Cultural Resources Investigation Report Form] ([https://mostateparks.com/sites/mostateparks/files/inst_crir_form.pdf Instructions]) with the first page filled out. A [https://mostateparks.com/sites/mostateparks/files/Review_Compliance_Information_Form.pdf Review and Compliance Information Form] ([https://mostateparks.com/sites/mostateparks/files/inst_rci_form.pdf Instructions]) must accompany all submittals to the SHPO. Additional SHPO [https://mostateparks.com/page/85651/standards-professional-architectural-and-historic-surveys guidance for architectural surveys] is posted on the SHPO website, including the [https://mostateparks.com/sites/mostateparks/files/780-2125-f.pdf Architectural/Historic Inventory Form] ([https://mostateparks.com/sites/mostateparks/files/ArchitecturalSurveyInstructions.pdf Instructions]) that should be used for buildings that are believed to be eligible for listing on the National Register of Historic Places. <br />
<br />
:c. The Section 106 submittal will be reviewed and commented on by SHPO. SHPO has by law 30 calendar days to respond. <br />
<br />
::1. If no cultural resources were identified, the SHPO usually will respond “no historic resources affected.” The Section 106 process is complete and no further action is necessary. <br />
<br />
::2. If cultural resources were identified, their eligibility for the National Register of Historic Places (National Register) must be determined. <br />
<br />
::3. In some cases, additional field investigations and /or historical research may be required for the cultural resource professional to determine resource eligibility. <br />
<br />
The SHPO comments only apply to the project as submitted. Any changes to the project may require a supplemental submittal to SHPO regarding these changes (e.g., project limits, significant modifications to the nature of the project, etc.). Any subsequent communication with SHPO should include the Project Number assigned by SHPO to the original submittal.<br />
<br />
If human remains are encountered during any fieldwork, the LPA and consultants must comply with state burial laws ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194] – unmarked remains or [https://revisor.mo.gov/main/OneSection.aspx?section=214 RSMO 214] – cemeteries). This requires initially contacting local law enforcement. If the human remains are not part of a crime scene, jurisdiction of the remains and disturbance of them falls on either local courts (RSMO 214) or the SHPO (RSMO 194). Consultation with appropriate American Indian tribes should be required if the human remains are believed to be of Native Americans – either prehistoric or historic. The LPA must contact FHWA prior to any consultation with Indian tribes. FHWA, as the Federal agency, is legally responsible for the tribal consultation process. The LPA may only consult directly with an Indian Tribe if authorized by FHWA.<br />
<br />
'''Step 2b. Determination of Eligibility'''<br />
<br />
'''If cultural resources are present, the LPA, in consultation with SHPO and FHWA/MoDOT, determines whether a cultural resource meets the eligibility requirements of the National Register. A cultural resource professional may need to conduct additional investigations to evaluate the eligibility of some resources. The cultural resource professional will need to consult with the MoDOT Historic Preservation staff on the proposed testing plan for an archaeological site before implementing it.'''<br />
<br />
Readily available information can often be used to determine the National Register eligibility of identified cultural resources. This information should consist of the results of the cultural resource survey, any subsequent investigations, or other available information such as pictures and available history of structures. If the adverse effects to the potentially National Register eligible cultural resource cannot be avoided by the project the National Register eligibility determination is included in the Section 106 submittal.<br />
<br />
:a. The SHPO is requested to concur or disagree with the National Register eligibility of a cultural resource. The cultural resource professional should provide an assessment of resource eligibility. <br />
<br />
:b. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is not eligible for the National Register, the Section 106 process is complete. No further action is necessary. <br />
<br />
:c. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is eligible for the National Register, a determination of effect (Step 2c) is made next. <br />
<br />
::1. If SHPO, LPA, and FHWA/MoDOT disagree on the eligibility of a resource, the LPA should request the FHWA to contact the Keeper of the National Register of Historic Places (Keeper) for a definitive opinion. If the FHWA decides that the Keeper needs to be consulted they will provide the LPA with a list of the required documentation. This process can be lengthy (up to six months), so it should be avoided if possible. <br />
<br />
::2. If the Keeper finds that the resource is not eligible, the LPA no longer needs to consider the project’s effects to that specific resource. <br />
<br />
'''Step 2c. Determination of Effect'''<br />
<br />
'''If historically significant cultural resources are present, the LPA, FHWA/MoDOT, and SHPO will determine the effect of the project on each National Register eligible property (called “historic property”). '''<br />
<br />
The effect of a project on a historic property should be determined through consultation among the LPA, SHPO, and FHWA/MoDOT, using the criteria of adverse effects found at 36CFR800.4(1) and the examples of adverse effects found at 36CFR800.4(2). There will be a determination of either “no historic properties affected,” “no adverse effect” or “adverse effect.” The LPA will provide its opinion regarding effect along with its evaluation of eligibility to the SHPO for their concurrence. If the SHPO concurs with the LPA, this finding will be transmitted to the FHWA. If there is a disagreement among the LPA and SHPO, FHWA and MoDOT may be brought into the discussions to help facilitate an agreement.<br />
<br />
:a. No Adverse Effect – If the finding is that the project effect is not adverse upon the historic property(ies), the Section 106 process is complete.<br />
<br />
:b. Adverse Effect – If the project effect is adverse to the historic property(ies) (i.e., adversely affecting the characteristics that make it eligible for listing on the National Register), the LPA will consult with the SHPO on avoidance or mitigation of the adverse effect. It may be possible to redesign portions of the project to avoid adverse impacts to the historic property. The LPA will explore avoidance options, continued use, or rehabilitation of the historic property (not necessary for most archaeological sites). In addition, the public (interested parties, holders of permits, owners of affected lands, and private individuals) may be allowed to review and comment on the project, and participate in the decision-making process.<br />
<br />
If the SHPO concurs with the results of the Section 106 Survey submittal being “no historic properties affected” or “no adverse effect to a historic property,” Section 106 compliance is completed. The date of the SHPO letter would be used as the Section 106 compliance date. If the result of the survey is “adverse effect to a historic property” the LPA precedes with Steps 3 and 4.<br />
<br />
If the project changes after receipt of the SHPO letter with a “no historic properties affected” or “no adverse effect to a historic property” concurrence, the project must be resubmitted to the SHPO with the changes to the project identified. '''A change in the scope of the project may change the effects of the project on historic properties.'''<br />
<br />
In instances where a project has an adverse effect, prior to continuing to the next step, the Advisory Council on Historic Preservation (Council) must be notified of the adverse effect and be invited to participate in consultation for the development of a Memorandum of Agreement (MOA). The [[media:136.6.16 2018.pdf|LPA Project Checklist for Adverse Effects]] for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) summarizes the steps the LPA must complete and which agencies will be involved in reviewing information. The LPA should complete the e106 form following the Directions, except leave Section 4 blank (see [[media:136.6.15.docx|Fig. 136.6.15, the example e106 form]]). The form should be e-mailed, along with supporting documentation to MoDOT for review. Once the form meets MoDOT approval, it will be forwarded to FHWA to be submitted to the Council, which has two weeks to respond.<br />
<br />
The Council will become involved in consultation if the project has:<br />
<br />
:1. Substantial impacts on historic properties, meaning that nationally significant properties or unusual properties are present or there are a large number of properties being affected by the project, including multiple properties within a historic district; <br />
<br />
:2. They may become involved if the project presents questions about Section 106 policy or how the Section 106 regulations are interpreted; <br />
<br />
:3. The project has the potential for presenting procedural problems. Procedural problems could include substantial public controversy, disputes among the consulting parties, likely litigation, or requests for Council involvement by consulting parties; or<br />
<br />
:4. The project presents issues of concern to Indian tribes.<br />
<br />
If an adverse effect cannot be avoided for certain kinds of historic properties, FHWA may determine that a Section 4(f) evaluation must be completed. Cultural resources requiring Section 4(f) evaluation are typically architectural or bridge resources, or archaeological sites that warrant preservation in place (usually mortuary sites). [http://environment.fhwa.dot.gov/4f/index.asp Section 4(f) of the Department of Transportation Act of 1966] states that a transportation project requiring the use of publicly owned land of a public park, recreation area, wildlife and waterfowl refuge, or a historic site (i.e., a “historic property” as defined by Section 106) may be approved only if:<br />
<br />
:1) There is no prudent and feasible alternative to using that land; and<br />
<br />
:2) The project includes all possible planning to minimize harm to the park, recreation area, wildlife and waterfowl refuge, or historic site resulting from the use.<br />
<br />
Section 4(f) is unique to Department of Transportation projects and is a process that can take up to 12 months. The LPA should make sure it works closely with MoDOT and FHWA if there is a possibility of a need for a Section 4(f) Evaluation. Information on the Section 4(f) Evaluation process is provided elsewhere in EPG 136, however if the project is a bridge replacement and the only Section 4(f) issue is the bridge, MoDOT Historic Preservation will complete the Programmatic Section 4(f) evaluation documentation for FHWA review, using information provided by the LPA.<br />
<br />
[[image:136.6.4.1.3.jpg|center|750px|thumb|<center>'''Portal View of the Historic Big Creek Bridge</center>''']]<br />
<br />
===136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement===<br />
<br />
'''If historic properties will be adversely affected by the project, the LPA will coordinate with the MoDOT Historic Preservation staff, SHPO and FHWA in preparation of a Memorandum of Agreement (MOA). Section 106 is not complete until an MOA is executed and the stipulations are completed.'''<br />
<br />
The steps involved in developing an MOA and providing the information necessary for a Programmatic Section 4(f) Evaluation (if the adverse effect is to a historic bridge) are also detailed in the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f).<br />
<br />
If adverse effects to a historic property cannot be avoided, a MOA will be prepared through consultation with LPA, FHWA, MoDOT, the SHPO, and other appropriate consulting parties. The MOA will document the stipulations to be carried out to mitigate the adverse effect upon the historic property(ies), including the appropriate level of documentation for the resource. If the resource is a bridge, the ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effect'' (Bridge Documentation Standards) should be referenced including the level at which the bridge will be documented. It is a legally binding agreement document that is signed by the signatory parties (usually the FHWA, SHPO and the LPA). [[media:136.6.7 2017.docx|Fig. 136.6.7]] provides an example of a MoDOT bridge MOA and the [[media:136.6.15.docx|e106 form]]. In addition, the Council provides a “model MOA” for archaeological data recovery on its website. <br />
<br />
'''If the adverse effect is to a Native American archaeological site, the FHWA must consult with the Indian tribes with a historical interest in the project area and provide them an opportunity to participate in the consultation process.'''<br />
<br />
:a. The MOA process is started by the LPA’s preparation and submittal of a draft MOA and the e106 form updated to include consultation that may have occurred on the project since the Council notification occurred, and an Alternatives Analysis (for bridge projects). The documents are forwarded to MoDOT Historic Preservation for review and comment. <br />
<br />
:b. The Alternatives Analysis must include the following information (for additional information on the alternatives that must be considered, consult the [https://www.environment.fhwa.dot.gov/4f/4fbridge.asp FHWA Programmatic Section 4(f) Web-page]):<br />
<br />
::1. A description of the purpose and need for the project;<br />
::2. A description of the current condition of the bridge;<br />
::3. A discussion of the do nothing alternative<br />
::4. A discussion of the rehabilitation option for the bridge;<br />
::5. A discussion of an alternative that would save the bridge by realigning the road to avoid the bridge;<br />
::6. A discussion of an alternative that would relocate the bridge to another location to save it (can include discussion of the advertising efforts and their results)<br />
::7. Rough cost estimates for the alternatives, including construction and right of way.<br />
<br />
:c. When the MOA is satisfactory, MoDOT will inform the LPA, SHPO and FHWA that it is satisfactory. If the Council has responded, the LPA can begin the process of signing the MOA. The LPA should prepare a copy of the MOA for each signatory.<br />
<br />
:d. If the adverse effects are to a Native American archaeological site, FHWA will provide a copy of the draft MOA and accompanying information to Indian tribes with historical interest in the project area or attach religious and cultural significance to the site to provide them the opportunity to participate in the consultation process. <br />
<br />
:e. The LPA will send the signed MOA to the SHPO, using text similar to the [[media:136.6.17.docx|sample letter]] and copy MoDOT and FHWA on the transmittal letter. The SHPO will sign the MOA and forward it to the FHWA for execution, copying MoDOT and the LPA on the transmittal letter. The MOA is considered to be executed upon FHWA signature, who is the last party to sign the document (general signatory order is LPA, any other invited signatories, SHPO and then FHWA). <br />
<br />
:f. Once the MOA is executed, MoDOT will prepare the Programmatic Section 4(f) evaluation for bridge projects and submit it to FHWA (see the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) for further details of how Section 4(f) fits into the Section 106 process).<br />
<br />
If Steps 3 and 4 are required, the date the MOA is executed can be used as the Section 106 compliance date when requesting authorization to proceed from MoDOT and FHWA.<br />
<br />
===136.6.4.1.4 Step 4, Mitigation of Adverse Effect===<br />
<br />
'''The LPA will implement and fulfill the stipulations of the MOA. Ultimately, the SHPO must concur that the stipulations of the MOA have been satisfied. '''<br />
<br />
Following the execution of the MOA, the LPA will implement stipulations of the MOA to mitigate the adverse effects upon the historic property(ies). The following mitigation measures have been used on various projects: <br />
<br />
<u>'''Bridges and Architectural Resources'''</u><br />
<br />
The LPA and FHWA consult with the SHPO to determine the level and kind of documentation required for the historic property during the development of the MOA: Historic American Engineering Record (HAER) documentation, Historic American Building Survey (HABS) standards, or state-level documentation, as identified in the [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effects (Bridge Documentation Standards)'']. For most of these historic properties the state-level documentation is selected as the preferred method for recordation. <br />
<br />
Bridges are advertised (in compliance with MAP-21) for availability and offered to interested parties for reuse in place or at an alternate location, but will be demolished if no one expresses a reasonable interest. The bridge should be advertised on MoDOT’s [http://www.modot.org/freebridges/ Free Bridges webpage] for a minimum of 60 days, which can be done in coordination with MoDOT Historic Preservation staff, as well as direct marketed to local governments, historical or preservation societies and trail groups in the area. The SHPO should be consulted regarding the agencies the bridge will be direct marketed to (this can be done as part of the MOA consultation). The transfer of ownership or demolition of the bridge occurs after the archival photographs, or the selection of photographs, has been accepted by the SHPO as adequate for the resource. <br />
<br />
The specific HABS/HAER guidelines can be found at the [http://www.nps.gov/history/hdp/standards/guidelines.htm National Park Service’s Heritage Documentation Programs website], but the basic documentation usually includes:<br />
<br />
::1. Copies of original plans or drawings. If copies of the original plans are not available, measured drawings may be produced at a precise scale from actual dimensions recorded in the field. Drawings may be produced either by hand or with computer-aided drafting. <br />
<br />
::2. Large-format photographs are produced as contact prints from 4x5 and 5x7 black-and-white negatives and color transparencies. The formats allow maximum enlargement with minimal loss of detail and clarity, and the black-and-white processing allows for archival stability. <br />
<br />
::3. Written histories place the site or structure within the appropriate context, addressing both the historical and the architectural or engineering aspects of its significance. <br />
<br />
Bridges should be documented to the Bridge Documentation Standard designated in the MOA. Guidance for researching, describing and photographing a historic bridge can be found in [[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]].<br />
<br />
:If the SHPO recommends that the historic property be documented to the state level of documentation, the following information should be provided: <br />
<br />
::1. 8 in. X 10 in. high-resolution black-and-white digital images (>600 dpi) to fully document overall views and details of the historic property. Photographs should be taken and processed according to [http://www.nps.gov/nr/publications/bulletins/photopolicy/index.htm standards for photographs] accompanying National Register documentation, including the appropriate considerations for paper and ink. It is a good idea to identify the paper and ink used, if possible. Digital, archival standard, compact discs with all views will be provided. <br />
<br />
::2. A historic narrative and technical descriptions for the historic property. <br />
<br />
::3. Plans or drawings for the historic property; specifically, floor plans for the historic building if it is architecturally significant and/or a copy of the original engineering construction plans for the historic bridge. <br />
<br />
::4. The final documentation shall be provided to the SHPO along with archival digital discs containing the TIFF images and report PDF. Additional copies shall be provided to appropriate local historical groups, and retained by the LPA. Bound copies and/or CDs of the final documentation also will be available to others upon request. <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:136.6.4.1.4 depot.jpg|400px|thumb|<center>'''Historic Marthasville Depot'''</center>]] ||[[image:136.6.4.1.4 restored depot.jpg|400px|thumb|<center>'''Restored Historic Marthasville Depot'''</center>]]<br />
|}<br />
<br />
The guidelines for [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf State Level Bridge Documentation Standards] are available. The general standards are described below. For all state level documentation photographs taken to NRHP standards are required.<br />
<br />
:1. Level I documentation is for major rivers and their tributaries and includes in depth documentation of the history of the bridge, including describing its planning process, how it influenced social history, commerce, and other broad patterns of history. 8X10 inch photographs, bridge plans, and a bridge description are required.<br />
<br />
:2. Level II documentation is a moderate level of documentation for small rivers and major creeks, with no significant association with historical events. It is anticipated that most bridges will be documented at this level. Historical documentation should document the engineering and transportation significance of the bridge including the planning for the bridge. 8X10 inch photograph, bridge plans and a brief description are required.<br />
<br />
:3. Level III documentation consists of a well-documented inventory form with citations, and will be used for bridges over small streams away from populated areas, lettered routes in rural areas, and for bridges that may contribute to a historic district but not be individually eligible. The documentation includes 8X10 inch photographs, bridge plans and a bridge description.<br />
<br />
:4. Level IV documentation is for bridges over small streams, creeks, highways or railroad crossings, that are not individually eligible but contribute to a larger historic property, and which have a low level of integrity; it is anticipated that few bridges will qualify for this level of documentation. This documentation consists of a documented inventory form, bridge plans and 5X7 inch photographs.<br />
<br />
<u>'''Archaeological Sites'''</u> <br />
<br />
If the adverse impacts to a National Register eligible archaeological site cannot be avoided (e.g., changes in roadway alignment, fencing, and burial under roadway fill) the usual mitigation measure is data recovery (i.e. site excavation). Excavation activities are typically limited to within the project limits. The guidance outlined in the Council’s publication, [http://www.achp.gov/archguide.html ''Recommended Approach for Consultation on the Recovery of Significant Information from Archaeological Sites''], should be followed in developing an archaeological data recovery plan. If a site is excavated, a qualified archaeologist must conduct the field investigations, analyze the remains, and prepare a Phase III data recovery report. Artifacts from excavations are the property of the LPA and must be curated at an archaeological curation facility. If human remains are encountered during the excavation, SHPO must be contacted and the state burial law ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194]) will need to be followed. Notification of the human remains should also be provided to FHWA and may need to be provided to consulting Indian tribes. <br />
<br />
In addition to the documentation materials for the SHPO and FHWA, and the National Park Service's Heritage Documentation Program for HAER and HABS, additional copies may be needed for distribution to local repositories (historical society or local library) and interested parties. <br />
<br />
If Steps 3 and 4 are required, then the date that FHWA signed the MOA is used as the Section 106 compliance date.<br />
<br />
==136.6.4.2 Section 4(f) of the U.S. Department of Transportation Act of 1966 and Section 6(f) of the Land and Water Conservation Fund Act (LWCFA) Properties==<br />
<br />
Section 4(f) of the U.S. Department of Transportation Act of 1966 requires that special consideration be given to publicly owned lands, or those held under a long-term lease, that are intended for use as public parks, recreation areas, or wildlife and waterfowl refuges as well as to publicly and privately owned historic sites listed or eligible for listing on the National Register of Historic Places. Codified at 49 U.S.C. 303, Section 4(f) applies to projects that receive funding from or require approval by a Department of Transportation (DOT) agency such as [http://www.fhwa.dot.gov/ FHWA].<br />
<br />
It is the LPA’s responsibility to establish whether the project will require the use of or impact any Section 4(f) resources. The LPA will evaluate possible use of Section 4(f) resources early in the development of a project, when various alternatives for the proposed project are being considered. Ultimately, FHWA makes all decisions regarding Section 4(f) compliance for highway projects: whether Section 4(f) applies to a property, whether a use will occur, whether a de minimis impact determination (discussed below) is made, assessment of each alternative’s impacts to Section 4(f) properties, and (after consulting with the appropriate officials who have jurisdiction) whether the law allows selection of a particular alternative.<br />
<br />
Before FHWA approves a project that uses Section 4(f) property, either the use must be determined to be de minimis or a Section 4(f) Evaluation must be completed. If the Section 4(f) Evaluation identifies a feasible and prudent alternative that completely avoids Section 4(f) properties, that alternative must be selected. If there is no feasible and prudent alternative that avoids all Section 4(f) properties, FHWA has some discretion in selecting the alternative that causes the least overall harm. FHWA may approve the use of land (permanent or temporary) from a Section 4(f) resource '''only if''': <br />
<br />
:1. There is no feasible and prudent avoidance alternative to the use of land from the property and <br />
<br />
:2. The action includes all possible planning to minimize harm to the property resulting from such use. <br />
<br />
===136.6.4.2.1 Section 4(f) for Historic Properties===<br />
<br />
To determine the applicability of Section 4(f) to historic sites, the LPA will consult with the FHWA (through the MoDOT district and MoDOT Historic Preservation staff), SHPO, and appropriate local officials to identify all properties listed on or eligible for the NRHP. The Section 4(f) requirements apply only to NRHP-listed or eligible properties that will be adversely affected, including archaeological sites chiefly significant for preservation in place, not data recovery. <br />
<br />
===136.6.4.2.2 Section 4(f) for Public Lands===<br />
<br />
If the federal, state, or local officials having jurisdiction over a park, recreation area, or refuge determine that the entire site is not significant, consideration under Section 4(f) is not required. The Section 4(f) land is presumed significant without such a determination and FHWA will decide whether Section 4(f) applies. The LPA must complete the Local Public Agency Section 4(f) compliance worksheet (for parks/refuges only) found in [[media:136.6.8 2013.doc|Fig. 136.6.8]].<br />
<br />
For federal or other public land holdings (e.g., state forests) that are managed for multiple uses under statutes permitting such management, Section 4(f) applies only to those portions of such lands that function for or are designated in the plans of the administering agency as being for significant park, recreation, or wildlife and waterfowl refuge purposes. The officials having jurisdiction over the lands determine which lands so function or are so designated, and the significance of those lands. FHWA reviews this determination to assure it is reasonable. The determination of significance applies to the entire area used for such park, recreation, or wildlife and waterfowl refuge purposes. <br />
<br />
===136.6.4.2.3 ''De Minimis'' Determination===<br />
<br />
A ''de minimis'' finding means that a transportation use of a Section 4(f) property will cause minimal impact to the resource after considering impact avoidance, minimization, and mitigation or enhancement measures. If FHWA determines that the use of Section 4(f) land will have no adverse effect on the protected resource and obtains written agreement to such determination from the responsible official(s) with jurisdiction over the resource, an analysis of avoidance alternatives is not required and Section 4(f) is complete. Although a ''de minimis'' impact determination does not require evaluating whether avoidance alternatives are feasible and prudent, FHWA does consider any impact avoidance, minimization, and mitigation or enhancement measures that are included in the project to address the impacts and adverse effects on the Section 4(f) resource. The purpose of taking such measures into account is to encourage incorporating Section 4(f) protective measures as part of the project. ''De minimis'' impact findings are expressly conditioned upon implementation of any measures that were used to reduce the impact to a ''de minimis'' level. The LPA is responsible for ensuring such measures are implemented.<br />
<br />
The ''de minimis'' impact criteria for historic sites are different from those for parks, recreation areas, and wildlife and waterfowl refuges. ''De minimis'' impacts on historic sites are defined as either a “no adverse effect” determination or “no historic properties affected” in compliance with Section 106 of the NHPA. ''De minimis'' impacts relative to publicly owned parks, recreation areas, and wildlife and waterfowl refuges are those that do not adversely affect the activities, features, or attributes of the resource.<br />
<div id="In making a de minimis"></div><br />
In making a ''de minimis'' impact finding, FHWA must consider the facts supporting a ''de minimis'' impact determination, the record of coordination that precedes the'' de minimis'' finding, and the concurrence of the official(s) with jurisdiction. FHWA has the ultimate responsibility of ensuring that ''de minimis'' impact findings and required concurrences are reasonable. If FHWA makes a ''de minimis'' determination, the MoDOT district contact will notify the LPA, who will need to assemble the documentation required to support the finding. [[https://www.environment.fhwa.dot.gov/legislation/section4f.aspx?_gl=1*mavdga*_ga*MTY5NzY4ODA1OC4xNzExMTM2MTgy*_ga_VW1SFWJKBB*MTcxMTEzNjE4MS4xLjEuMTcxMTEzNjQxNi4wLjAuMA.. Documentation requirements] are available. The public must also be afforded an opportunity to review and comment on the effects of the project on the protected activities, features, or attributes of the Section 4(f) property (see [[:Category:129 Public Involvement#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]]).<br />
<br />
===136.6.4.2.4 Programmatic Section 4(f) ===<br />
<br />
FHWA has approved five nationwide programmatic Section 4(f) evaluations. One covers federal-aid highway projects that use minor amounts of land from publicly owned public parks, recreation areas, or wildlife and waterfowl refuges. A second covers highway projects that use minor amounts of land from historic resources either listed on or eligible for the National Register of Historic Places (NRHP). The third programmatic Section 4(f) covers the use of historic bridges. The fourth is for independent bikeway or walkway construction that requires the use of recreation areas or parkland. The fifth is the net benefit programmatic Section 4(f) evaluation for projects that will use land from a Section 4(f) park, recreation area, wildlife or waterfowl refuge, or historic property and will result, in the view of FHWA and the official(s) with jurisdiction over the Section 4(f) property, in a net benefit to the 4(f) property. <br />
<br />
The programmatic Section 4(f) documentation must demonstrate that the project meets applicability criteria for a programmatic evaluation, that avoidance alternatives have been evaluated, that no feasible and prudent alternatives exist, and that appropriate mitigation measures have been included. It must also include correspondence demonstrating that the official(s) with jurisdiction over the Section 4(f) resource agrees with the assessment of impacts and with the proposed mitigation measures. The documentation should be self-contained and self-explanatory since it will be available to the public upon request. With the exception of the programmatic Section 4(f) for historic bridges, a programmatic 4(f) evaluation cannot be used on projects requiring preparation of an EIS. <br />
<br />
Using the nationwide programmatic evaluations can streamline the Section 4 (f) process for qualifying projects by eliminating some of the project-by-project internal review and interagency coordination. The [http://www.environment.fhwa.dot.gov/4f/4fnationwideevals.asp applicability criteria for the programmatic Section 4(f) evaluations] are available. For projects meeting the criteria, the programmatic Section 4(f) evaluation satisfies the requirements of Section 4(f) and no individual Section 4(f) evaluations need be prepared. The FHWA division office is responsible for reviewing each individual project to determine whether it meets the criteria and procedures of the programmatic Section 4(f). <br />
<br />
===136.6.4.2.5 Section 4(f) Evaluation Process===<br />
<br />
When adequate support exists for a Section 4(f) determination and the use of the property does not qualify for a de minimis determination or one of the nationwide programmatic Section 4(f) evaluations, the LPA will complete a Section 4(f) Evaluation. The evaluation must specifically explain why the alternatives to avoid the Section 4(f) property are not feasible and prudent and describe all measures that will be taken to minimize harm to the Section 4(f) property. Supporting information should demonstrate that there are unique problems or unusual factors involved in the use of alternatives that avoid the properties or that the cost, social, economic, environmental impacts, or community disruption resulting from such alternatives reach extraordinary magnitudes. <br />
<br />
FHWA will review the final Section 4(f) evaluation for legal sufficiency before issuing an approval. LPAs will not proceed with any project requiring the use of Section 4(f) property and determined to be classified as a CE until notified by FHWA of Section 4(f) approval. For projects classified as EA or EIS, Section 4(f) approval is documented on a separate signature page concurrently with FHWA’s approval of the Finding of No Significant Impact (FONSI) or the final EIS. For EIS projects, the LPA should briefly summarize the Section 4(f) impacts and mitigation measures in the Record of Decision (ROD). <br />
<br />
Circulation of a separate Section 4(f) evaluation is required when: <br />
<br />
1. A proposed modification to the alignment or design after approval of the CE, EA, FONSI, draft EIS, final EIS, or ROD would require the use of Section 4(f) property; <br />
<br />
2. FHWA determines that Section 4(f) applies to a property after approving the CE, EA, FONSI, draft EIS, final EIS, or ROD; or <br />
<br />
3. A proposed modification to the alignment, design, or measures to minimize harm after the original Section 4(f) approval would result in a substantial increase in the amount of Section 4(f) land use, a substantial increase in the adverse impacts to Section 4(f) land, or a substantial reduction in mitigation measures. <br />
<br />
If FHWA determines that Section 4(f) is applicable after approval of the CE, EA, FONSI, final EIS, or ROD, the decision to prepare and circulate a Section 4(f) evaluation will not necessarily require the preparation of a new or supplementary environmental document. Where a separate circulated Section 4(f) evaluation is prepared, such evaluation does not necessarily: <br />
<br />
1. Prevent the issuance of new approvals, <br />
<br />
2. Require the withdrawal of previous approvals, or <br />
<br />
3. Require the suspension of project activities for any activity not affected by the Section 4(f) evaluation. <br />
<br />
Detailed information on preparing a Section 4(f) Evaluation is provided in [[media:136.6.9.doc|Fig. 136.6.9]].<br />
<br />
===136.6.4.2.6 Section 6(f) of the Land and Water Conservation Fund (LWCF) Act and Similar Grant Programs===<br />
<br />
The Land and Water Conservation Fund (LWCF) Act provides funds for the acquisition and development of public outdoor recreation facilities. These could include community, county, and state parks, trails, fairgrounds, conservation areas, boat ramps, shooting ranges, etc. Section 6(f) of the LWCF Act places restrictions on public recreation facilities funded with LWCF monies— LWCF-assisted facilities must be maintained for outdoor recreation in perpetuity. Therefore, use of such property for a transportation project will require mitigation that includes replacement land of at least equal value and recreational utility. Section 6(f) documents are lengthy, frequently taking one to two years to process, and also require a signed Section 4(f) document to be completed. <br />
<br />
Section 4(f) ''de minimis'' impact findings do not satisfy the requirements of Section 6(f) of the LWCF Act or other U.S. Department of Interior (DOI) grants-in-aid programs. Projects that propose the use of land from a property or site purchased or improved with funds under the LWCF Act, the Federal Aid in Sport Fish Restoration Act (Dingell-Johnson Act), the Federal Aid in Wildlife Restoration Act (Pittman-Robertson Act), or other similar law, or lands otherwise encumbered with a federal interest will require the LPA to coordinate with the appropriate federal agency regarding the agency's position on the land conversion or transfer. Other federal requirements that may apply to the Section 4(f) land should be determined through consultation with the officials with jurisdiction or appropriate DOI or other federal official. These federal agencies may have regulatory or other requirements for converting land to a different use. These requirements are independent of a ''de minimis'' impact finding and must be satisfied. <br />
<br />
The Urban Park and Recreation Recovery (UPARR) program has provided funds toward the renovation and rehabilitation of numerous urban parks and recreation facilities. Although the UPARR funds may have been used in only a portion of a site or facility or were only a small percentage of the funds needed to renovate or rehabilitate a property, no property improved or developed with UPARR assistance can be converted to other than public recreation uses without the advance approval of the National Park Service. To be approved, a formal request for the conversion must be made by the grant recipient (urban city or county). The request must document that all alternatives to the conversion have been evaluated and rejected on a sound basis, required replacement land being offered as a substitute is of reasonably equivalent location and recreational usefulness, and the property for substitution meets the eligibility requirements for UPARR assistance.<br />
<br />
Conversions of land funded by any of the aforementioned grant programs are tightly restricted by terms of the grant agreement and generally require lengthy coordination to meet the requirements for conversion. <br />
<br />
==136.6.4.3 Section 404 Permits for Wetlands and Streams==<br />
<br />
Projects that involve stream crossing(s) and/or impacts to wetlands under the jurisdiction of the U.S. Army Corps of Engineers (COE) require a Section 404 Permit or written confirmation that impacts will not trigger submittal of a Section 404 permit application. A Section 404 permit may be required for fill in any water body (waters of the U.S.)—lakes, ponds, streams, rivers, and wetlands. The COE will make a final determination as to the extent of its jurisdiction and the appropriate permit(s) for all regulated activities. If the proposed action impacts a wetland, a determination must be made that there is no practicable alternative to the wetland impact or floodplain encroachment.<br />
<br />
The following information is required to satisfy NEPA reporting requirements as they pertain to impacts related to Section 404:<br />
<br />
:1. A description of impacts to all streams, wetlands, and other water bodies.<br />
:2. All coordination efforts with regulatory and resource agencies to avoid, minimize, and mitigate for impacts.<br />
:3. Impacts of alternatives to the proposed action.<br />
:4. Commitments and other mitigation measures for the project.<br />
<br />
Stream and/or wetland impacts exceeding 0.5 acre or channelization beyond the minimum necessary to construct or protect the linear transportation project may require an individual permit. If the COE issues an individual Section 404 permit for project activities, the LPA must obtain an individual Section 401 Water Quality Certification from the Department of Natural Resources (DNR). For a nationwide permit (NWP), the LPA is obligated to follow the conditions specific to the appropriate NWP within DNR’s conditional 401 certifications. Most NWPs will not require an individual request for DNR’s Section 401 Water Quality Certification, because the agency has granted conditional certification for the majority of commonly used NWPs. The LPA must include the appropriate 401 certification conditions for their respective NWP(s) in the construction contract (see Item no. 3, below, for link to conditions). <br />
<br />
The LPA should send duplicate permit applications concurrently to the COE and DNR for individual Section 404 permits/401 certifications. The COE application must be accompanied by copies of applicable permits, concurrence/clearance letters, or correspondence from resource agencies (particularly U.S. Fish & Wildlife Service for federally listed threatened or endangered species concerns under Section 7 Endangered Species Act (ESA) and the Missouri Department of Natural Resources’ State Historic Preservation Office (SHPO) for Section 106 compliance) verifying any regulatory requirements for the project. '''Section 404 permit issuance is dependent upon demonstrating compliance with other agencies’ regulatory requirements.''' This applies to both individual permits and NWPs requiring pre-construction notification. Therefore, Section 7 ESA consultation with the USFWS and Section 106 consultation with the SHPO must be complete before the COE will issue a permit or verify NWP coverage (please see EPG 136.6.4.1 and EPG 136.6.4.5 for detailed information on MoDOT’s role in ensuring ESA and Section 106 compliance on behalf of FHWA). Once the COE is ready to issue the individual permit, it will request 401 certification issuance from DNR. The LPA must include in the construction contract both the 404 and 401 permits and the conditions covered therein. A [https://www.usace.army.mil/Missions/Civil-Works/Regulatory-Program-and-Permits/Obtain-a-Permit/ 404 permit application form] is available. <br />
<div id="On linear transportation projects"></div><br />
On linear transportation projects where permanent fills impacting waters of the U.S. (not including wetlands) do not exceed 0.1 acre, there is no legal obligation to submit an application to the COE, unless one of the pre-construction notification requirements applies (see NWP descriptions and notification requirements, pages 1983-1998 of the [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Federal Register]). If a project meets the “no pre-construction notification” condition, the LPA must provide a written statement to MoDOT verifying that permanent project impacts will not exceed 0.1 acre and upload that determination to the RER as documentation of such. If either temporary or permanent impacts to wetlands will result from project construction, then a permit submittal is required. <br />
<br />
For impacts that exceed the nationwide permit pre-construction notification thresholds, the LPA must obtain a permit from the COE and provide it to MoDOT. In either the no pre-construction notification or the permit application submittal scenario, if NWP(s) apply, then the LPA is required to abide by all of the following conditions and include them in all contract proposals to validate the NWP(s): <br />
<br />
1. The 32 Nationwide Permit General Conditions. The [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf 2017 Nationwide Permit Conditions] define the general conditions on pages 1998-2004 (under ''C. Nationwide Permit General Conditions'').<br />
<br />
2. The Regional Special Conditions for NWPs. The Nationwide Permit (NWP) [http://www.mvs.usace.army.mil/Portals/54/docs/regulatory/permits/2017NWP_MORegCon.pdf Regional Conditions] are available. <br />
<br />
3. The State of Missouri Section 401 Water Quality Certification General & Specific Conditions. The [https://dnr.mo.gov/water/business-industry-other-entities/permits-certification-engineering-fees/section-401-water-quality State of Missouri 401 Water Quality Certification] conditions for Nationwide Permits are available.<br />
<br />
==136.6.4.4 Channel Modification==<br />
<br />
Channel changes alter the conditions of the natural waterway and may increase velocity of the flowing water, sometimes enough to damage the highway embankment near the stream or cause excessive scour around footings of structures. Because channel modifications may result in such outcomes, alterations should be avoided to the fullest extent practical. Where channel alterations are unavoidable, the environmental, hydraulic, legal, and geomorphic aspects involved must be evaluated. The effect on peak flow downstream and the affected flow area should be determined. Relative to Section 404 permitting, any channelization should be kept to an absolute minimum and should only be undertaken to facilitate or protect a construction project. The LPA must include justification for any channel changes in the Section 404 permit application. <br />
<br />
1. The new channel should duplicate the existing stream and floodplain characteristics as nearly as possible, including stream width, depth, slope, flow regime, sinuosity, bank cover, side slopes, and flow and velocity distribution. <br />
<br />
2. Channel modification may be constructed if the average channel velocity would not be increased beyond the scour velocity of the predominant soil type at the project site. <br />
<br />
3. The COE will require individual permit authorization for projects with channel modification beyond the minimum needed to construct or protect the linear transportation project. Such modifications must be in the immediate vicinity of the project and the LPA will be required to do stream mitigation to compensate for the channel loss. This can drastically add to the cost of a project; it may require a monetary contribution to an approved stream mitigation bank/in lieu fee program or the acquisition/restoration and/or, in very limited circumstances, protection of a previously impacted stream resource. <br />
<br />
==136.6.4.5 Threatened and Endangered Species and Migratory Birds==<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="460px" align="right" <br />
|-<br />
|'''Threatened and Endangered Species Program Guidance Videos'''<br />
|-<br />
|[https://youtu.be/Kg3bqv3meJk Chap. 1, Overview and Background Information]<br />
|-<br />
|[https://youtu.be/jGbwlNbP5-k Chap. 2, Common Field Assessments: Bats and Birds]<br />
|-<br />
|[https://youtu.be/ZRtRSpUHNTc MDC Tutorial: Natural Heritage Review]<br />
|-<br />
|'''Threatened and Endangered Species Assessments'''<br />
|-<br />
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]<br />
|-<br />
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]<br />
|} <br />
Threatened and endangered (T&E) species considerations for FHWA funded projects include potential impacts to rare plants, animals, critical habitat, and natural communities (e.g., caves, prairies, karst). FHWA must document compliance with federal and state laws governing potential impacts to listed species. Project sponsors receiving federal aid are required to thoroughly investigate any impacts their projects might have on federally listed T&E species and any federally designated critical habitats. <br />
<br />
The state of Missouri also tracks the status of over 1,100 plant and animal species that are considered rare in the state. Of these, 70 are listed as state endangered (current as of the 2019 Missouri Species and Communities of Conservation Concern publication). The state Endangered Species Law and the Missouri Wildlife Code protect state listed species. All FHWA funded projects in Missouri must also address potential impacts to state listed species. <br />
<br />
===136.6.4.5.1 Laws and Regulations===<br />
<br />
* The [http://www.fws.gov/endangered/laws-policies/index.html Endangered Species Act of 1973] (ESA) requires FHWA to consult with the U.S. Fish and Wildlife Service (FWS) regarding their projects and measures that can be implemented to minimize or eliminate project impacts to federally protected species and critical habitats. FHWA has designated MoDOT as the only non-federal agency that can conduct ESA Section 7 consultation on their behalf. Project sponsors must provide MoDOT with all the necessary information to document effect determinations for all federally protected species that could occur in the project area. If necessary, MoDOT will complete Section 7 consultation directly with FWS for all projects which May Affect (positively or negatively) federally listed species.<br />
<br />
* The National Environmental Policy Act ([https://www.environment.fhwa.dot.gov/projdev/index.asp NEPA]) of 1969 (as amended) requires consideration of the physical environment for any project that uses federal funding or requires federal permits. <br />
<br />
* The Missouri Revised Statute, Title XXXVIII, Chapter 569 (formerly CH 578, Missouri Cave Resources Act), defines prohibited actions for caves regarding trespass, vandalism, contamination, and destruction. <br />
<br />
* The Missouri Revised Statute, Title XVI, Chapter 252, which defines the Missouri Endangered Species Law, and the Missouri Code of State Regulations, Title 3, Division 10, Chapter 4 (Wildlife Code: General Provisions) extend special protections to species that are listed as endangered in the state. The Missouri Department of Conservation (MDC) administers the Wildlife Code which pertains to permissible and prohibited actions for Missouri fish, wildlife, and plants. MDC also tracks locations of federally protected and state endangered species and species and communities of conservation concern in Missouri.<br />
<br />
===136.6.4.5.2 Process===<br />
<br />
The ESA requires federal agencies to evaluate every project and determine whether it could have a negative impact on any federally listed T&E species or their critical habitat. Sponsors must provide this evaluation to MoDOT for their federally funded projects and give sufficient data to justify their impact assessment for each species that could occur in the project area. T&E information should be made available to MoDOT Design Environmental Section at least 6 months ahead of Plan Submittal and Estimates (PS&E) date. Please refer to the [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]] for examples of how to assess species impacts from your federally funded project. <br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|'''Additional Info'''<br />
|-<br />
|[[media:136.6.4.5.2.pdf|FHWA Feb 2015 non-fed designation letter]]<br />
|}<br />
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Under the ESA, no action can be taken that will jeopardize the continued existence of any federally listed threatened or endangered species or result in the destruction or adverse modification of critical habitat for such species. If an action May Affect a federally listed species or critical habitat, FHWA and MoDOT must consult with the FWS to determine how to eliminate or minimize those impacts. <br />
<br />
====136.6.4.5.2.1 Sponsor Responsibilities====<br />
The sponsor must submit via the Request for Environmental Review (RER) database the completed T&E assessment package in timely manner to allow a reasonable amount of time to obtain clearance for T&E requirements and consultation, which in some case could take up to 6-8 months. Please refer to [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]], to find the appropriate information to be submitted. NOTE: Threatened and Endangered Species clearance is now required by Missouri FHWA prior receiving NEPA classification approval. (See [[LPA:136.8 Local Public Agency Land Acquisition|EPG 136.8 Local Public Agency Land Acquisition]]). <br />
<br />
[[image:127.7.2.jpg|center|800px|thumb|<center>'''Missouri is home to 14 species of bats. Three of these species are federally protected and call Missouri caves and forests home. Occasionally, they also call our infrastructure “home”, at least temporarily. Bats can form colonies on or in bridges or use them as temporary day or night roosts, sleeping during the day, or stopping over at bridges to rest at night while feeding. Only one of these photos shows bats in a “natural” habitat; the top left photo is of Indiana bats clustering in a cave, which would be during winter hibernation. The rest are all photos of bats, even federally protected species, taking advantage of the cracks and crevices in our bridge structures. Take care to check bridges for signs of bat use prior to bridge rehabilitation or replacement projects. If you do ever see bats utilizing bridges, please do not disturb them and report the occurrence to the Environmental Staff at MoDOT. </center>''']]<br />
<br />
It is up to the sponsor to produce a written evaluation of their project's impacts on each listed species. The sponsor must demonstrate a basic understanding of the habitat requirements for each species from the FWS official project species list and assess if the same habitat exists in the project area. MoDOT has provided example habitat descriptions for the sponsor to use in evaluating project impacts ([[media:Fig. 136.6.19.pdf|Fig 136.6.19]]). If there is suitable habitat in the project limits, then the project May Affect listed species. The sponsor or their consultant should submit the full project limits, easements, right-of-way, utilities, staging, storage, temporary crossing, and access and ground disturbance information along with aerial photos, plans (if available) and diagrams of the full project impacts. <br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center" <br />
|-<br />
|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''<br />
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|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].<br />
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|[[image:136.6.18photo.jpg|center|720px]]<br />
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The sponsor may be asked to provide additional detailed information about the project which may include contracting for additional species and habitat surveys. The sponsor and/or the consultant may need to work with MoDOT environmental staff to determine measures that could be implemented to minimize the project’s impacts on T&E species. It is important that the sponsor, and not just the consultant, be involved in this process to ensure that suggested changes to the project are feasible and will be implemented. Any measures to minimize or eliminate impacts to T&E species must become contract commitments (i.e., job special provisions, design modifications, plan notes, etc.).<br />
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====136.6.4.5.2.2 Environmental Section Responsibilities====<br />
Upon receiving a completed T&E submittal from the LPA sponsor or their consultant (refer to steps in the [[media:Fig._136.6.18_Edited_08.03.2022.pdf|T&E Checklist]]), MoDOT environmental staff will review the project details and impact evaluations from the sponsor and provide a written determination of effect for all listed species. This documentation may be in agreement with or in addition to the sponsor’s evaluation. Official effect determinations must be documented in the permanent NEPA record. MoDOT environmental staff will also specify what actions need to occur to address any environmental issues and who needs to perform those actions (the sponsor or MoDOT). MoDOT will handle all coordination with the FWS to obtain any necessary clearances. <br />
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If the sponsor determines and MoDOT agrees that there will be No Effect on listed species or their suitable habitat, then the ESA requires no further coordination at that time. In the RER, MoDOT will document that the project is clear of any T&E species constraints. If any measures or modifications are necessary to achieve a No Effect determination, these will become commitments during the NEPA decision making process and require follow-through for compliance.<br />
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If it is determined that a federally listed T&E species, suitable habitat, critical habitat, or other federally protected resource is present or is likely to occur within the project limits and the action may affect a listed species or federally designated critical habitat, FHWA and MoDOT are required to complete ESA consultation with the FWS. The ESA describes two types of consultation, formal and informal. Formal consultation is required when there will be an Adverse Effect on a listed species or Adverse Modification of federally designated critical its habitat. It is rarely necessary, and therefore it is not covered in detail here. Should formal consultation become necessary, FHWA, MoDOT, and the sponsor would work through the process together. <br />
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=====136.6.4.5.2.2.1 Informal Consultation=====<br />
Informal consultation is conducted when a T&E species, suitable habitat, or critical habitat is present or likely to occur in the proposed project area and MoDOT on behalf of FHWA has determined that the project “may affect, but is not likely to adversely affect” (NLAA) the species. Informal consultation can only be completed if FHWA and MoDOT can provide data to show that they have removed all potential for the project to have an adverse effect on the species or its critical habitat. As the designated non-federal representative of FHWA, MoDOT environmental staff submits project details, species assessments, and effect determinations to FWS justifying that the project is not likely to adversely affect the species and request written concurrence. The justification for this submittal is taken from the sponsor’s evaluation of the project impacts. It may be necessary for the sponsor to conduct additional surveys, commit to seasonal restrictions, or modify the design of the project to avoid or minimize impacts to listed species. Commitments made during consultation must be followed to be in compliance with federal laws. All T&E commitments must be included in the NEPA documentation and attached to the RER. Once the documentation is submitted to the FWS, they usually respond within 30 days. If they concur with the NLAA determination, and the sponsor has committed to conservation measures which will be implemented for the project, then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance. If FWS does not concur with that determination, then either additional clarification and protection measures may be needed or formal consultation is necessary. <u>Informal consultation with the FWS should begin three to six months prior to Plans, Specs, and Estimates (PS&E) to allow time to complete the process and avoid project delays.</u> <br />
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=====136.6.4.5.2.2.2 Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat Only=====<br />
Your project may qualify for consultation under a programmatic agreement for summer bat habitat impacts if certain conditions can be met. The FWS and FHWA entered into an agreement for streamlining consultation for projects that are NLAA Indiana and northern long-eared bats. [https://www.fws.gov/program/endangered-species/bat-consultation-conservation-strategy More information about this programmatic consultation agreement] is available.<br />
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Generally, if suitable summer bat habitat is present in the project limits, trees to be removed for the project are entirely within 100 ft. of the existing road, and the sponsor commits to seasonal tree clearing (i.e. clearing suitable bat habitat only between November 1 and March 31) then the project likely qualifies for programmatic consultation. The justification for this assessment is taken from the sponsor’s evaluation of the project impacts. It will be necessary for the sponsor to commit to seasonal tree clearing restrictions. MODOT environmental staff will submit documentation to FWS describing project details and verifying the project meets the programmatic consultation criteria. Once submitted to the FWS, they have 14 days to ask for additional information. If there is no comment during that time, the project has automatic concurrence for Indiana and northern long-eared bat impacts. <u>If “No Effect” determinations are made for all other species,</u> then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance.<br />
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===136.6.4.5.3 Migratory Birds===<br />
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Sponsors could encounter the nests of bird species protected by the [https://www.fws.gov/laws/lawsdigest/migtrea.html Migratory Bird Treaty Act of 1918] (MBTA) while conducting bridge repairs and replacements. Several bird species protected by the Act commonly construct their nests on the underside of bridge decks and on the substructure. These most often include cliff swallows, barn swallows, Eastern phoebes, and American robins. Cliff swallows build their gourd-shaped mud nests in colonies, sometimes containing hundreds of nests. Often, these nests are found on bridges over water but they can also occur on bridges over major highways and railroads, particularly if the bridge is in a floodplain or near permanent water. Barn swallows also build mud nests, but they are cup-shaped and not enclosed like cliff swallows. They will also nest in colonies, but usually these are much smaller than those of cliff swallows. <br />
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[[image:136.6.4.5.3.jpg|center|700px|thumb|<center>'''Cliff swallows under a concrete bridge over a stream. This species generally nests in colonies of several birds, building their own nests in a matter of days from mud pellets. Once eggs are laid in a nest, it would be a violation of the Migratory Bird Treaty Act to destroy the nest and its eggs, young birds, or adults without a permit. The general breeding dates for this species in Missouri is April 1 through July 31, however, they could nest before and after those dates. Cliff swallows can brood multiple clutches (groups of eggs) during a single breeding season.'''</center>]]<br />
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Eastern phoebe and American robin nests are frequently found on smaller bridges over small rivers. Usually they are on the top of substructure steel components and near the abutments. They are not colony nesters but sometimes 3 or 4 nests can be found on a single bridge. Other MBTA-protected species can also be found nesting on bridges, but they are not common. Several bird species that are not protected by the MBTA are often seen nesting on bridges. These include pigeons (rock doves), European starlings, and house sparrows. These species are all non-native introductions to the US and therefore, they are not protected by the MBTA.<br />
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====136.6.4.5.3.1 Laws and Regulations====<br />
The Migratory Bird Treaty Act of 1918 makes it illegal for anyone to take, possess, import, export, transport, sell, purchase, barter, or offer for sale, purchase or barter any migratory bird, or the parts, nests or eggs of such a bird except under the terms of a valid permit issued pursuant to Federal regulations. The migratory bird species protected by the act are listed in [https://www.fws.gov/migratorybirds/pdf/policies-and-regulations/MBTAListofBirdsFinalRule.pdf 50 CFR 10.13]. "Take" refers to killing adults, eggs or young of the bird species protected by the act. <br />
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====136.6.4.5.3.2 Process====<br />
All projects that involve impacts to the underside of bridge decks, the substructure, or concrete box culverts should be checked for the presence of nesting birds. For LPA projects, the project sponsor or their consultant is expected to perform the inspection and report it on the Request for Environmental Review (RER) and [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]. <br />
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Inspections should take place within a year of the anticipated letting date. The checklist notes additional requirements for documenting bridge inspections. If no nests are noted, the project will be cleared and nothing further is required. If nests are noted, a Job Special Provision will need to be placed in the contract that provides guidance on how to avoid violating the MBTA. Often, removal of the old, inactive nests (those without eggs or young) before the project starts, and maintenance of the bridge in a nest-free condition until construction, is necessary. Nest removal should be done in the non-breeding season. Generally speaking, the assumed active breeding season for the majority of the birds that would use bridge and culvert structures as habitat is between April 1 and July 31. However, these are just general dates and no active bird nests should be disturbed without a permit, even outside of these dates.<br />
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[[image:136.6.4.5.3.2.jpg|center|475px]]<br />
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=====136.6.4.5.3.2.1 Sponsor Responsibilities=====<br />
The Sponsor is responsible for reporting any nests known to be present on the structure when submitting the RER and on the LPA Environmental T&E Checklist (see excerpt below). If nests are present, a JSP for avoidance will be used and must be followed. <br />
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{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center" <br />
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|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''<br />
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|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].<br />
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|[[image:136.6.4.5.3.2.1.jpg|center|720px]]<br />
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=====136.6.4.5.3.2.2 Environmental Section Responsibilities=====<br />
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During RER reviews, the MoDOT Environmental Specialist will review the project description, plans, photos, and written assessments and determine if the project has the potential to harm protected species. MoDOT will confirm with the sponsor the JSP will be used prior to clearing the Migratory Bird review on the RER. If a project is already under construction, and nests are noted on the bridge, MoDOT will assist in determining if the nests are active, if they belong to an MBTA-protected species, and to provide the sponsor with options to avoid violations of the MBTA.<br />
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==136.6.4.6 Base Floodplain and Regulatory Floodway==<br />
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Floodplains provide a number of important functions in the natural environment—creating wildlife habitat, providing temporary storage of floodwater, preventing heavy erosion caused by fast-moving water, recharging and protecting groundwater, providing a vegetative buffer to filter contaminants, and accommodating the natural movement of streams. Executive Order 11988—Floodplain Management, Federal Highway Administration (FHWA) policy and procedures in 23 CFR 650, and other federal floodplain management guidelines direct agencies to evaluate floodplain impacts for proposed actions. <br />
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Floodplains can be described by the frequency of flooding that occurs. With Executive Order 11988, the base, or one percent annual chance, flood was formally adopted as a standard for use by all federal agencies. The base flood is the flood that has a one percent chance of being equaled or exceeded each year. Thus, the base flood can occur more than once in a relatively short period of time. The base flood is commonly labeled the “one percent flood” and often inappropriately referred to as the “100-year” flood. Larger floods may, and often have, occurred but the one percent flood is the generally accepted regulatory standard.<br />
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The National Flood Insurance Program (NFIP) uses the base flood as the standard for floodplain management and to determine the need for flood insurance. When available, NFIP flood hazard boundary maps and flood insurance studies for the project area are used to determine the limits of the base (1%) floodplain and the extent of encroachment (an action within the limits of the base floodplain). The base floodplain is the area of one percent flood hazard within a county or community—that is, the area in which the flood has a one percent chance of being equaled or exceeded in any given year. <br />
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The regulatory floodway is the area of a stream or river channel plus any adjacent floodplain areas that must be kept open to convey floodwaters from the base flood without increasing the height of the flood more than a certain amount. Federal Emergency Management Agency (FEMA) restrictions do not allow projects to cause any rise in the regulatory floodway and no more than a one-foot cumulative rise may result from all projects in the base (1%) floodplain. [[media:136.6.10.doc|Fig. 136.6.10]] illustrates the various elements of a typical floodplain.<br />
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The LPA provides information on the LPA Request for Environmental Review (RER) form regarding community participation in the NFIP and whether the project is located in a Special Flood Hazard Area (SFHA). The SFHA is the land area covered by the floodwaters of the base flood on NFIP maps and where the NFIP's floodplain management regulations must be enforced. A current list of communities for which FEMA Flood Insurance Studies have been performed is available in the [http://www.fema.gov/national-flood-insurance-program/national-flood-insurance-program-community-status-book National Flood Insurance Program Community Status Book]. [http://www.fema.gov/cis/MO.pdf Missouri-only data] is also available. If the project is located in a community or county that has not been mapped, the LPA notes this. If the community has been mapped, the LPA identifies whether the project is located in the 100-year floodplain and/or regulatory floodway.<br />
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The MoDOT district contact will inform the LPA of the need to obtain a floodplain development permit ([http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11 LPA Floodplain Development Permit Application]) from the local floodplain administrator or whether, for projects proposed within regulatory floodways, the LPA must obtain a “no-rise” certificate before a Floodplain Development Permit is issued. To find contact information for your local floodplain administrator, use the menu or map feature under Local Floodplain Administrator on the [http://www.sema.dps.mo.gov/programs/floodplain/ State Emergency Management Agency website]. [http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12] contains the Engineering "No-Rise" Certification form and [[media:136.6.13.doc|Fig. 136.6.13]] describes Procedures for “No-Rise” Certification for Proposed Development in the Regulatory Floodway. <br />
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LPAs that participate in the NFIP must ensure that floodplain developments meet the NFIP regulations identified in [https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml Title 44, Code of Federal Regulations], Parts 59 through 78. (Parts 59 and 60 contain the most applicable information for a typical project.) The LPA, with assistance from the local floodplain administrator, is responsible for ensuring that FEMA NFIP requirements are met. The LPA is also responsible for obtaining all required certifications before construction begins. The LPA should note that if a project requires a Clean Water Act Section 404 permit, the floodplain development permit cannot be issued until the 404 permit is issued by the US Army Corps of Engineers ([https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml 44CFR60.3a]). Issuance of the 404 permit is also dependent on other applicable clearances such as Section 106 of the National Historic Preservation Act and Section 7 of the Endangered Species Act. Additionally, because the NFIP requirements may control the hydraulic design of the project, the LPA is advised to investigate this in the early stages of the project. <br />
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For the convenience of LPAs and engineers, [http://msc.fema.gov/portal FEMA Flood Insurance Studies and flood maps] pertaining to a project site can be viewed by selecting “Flood Insurance, Flood Maps, and/or All Flood Information.” Hardcopies of the FEMA Flood Insurance Studies and Flood Maps can also be ordered through the same site.<br />
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==136.6.4.7 State Emergency Management Agency (SEMA)/Federal Emergency Management Agency (FEMA) Buyout Lands==<br />
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The Flood Disaster Protection Act of 1988 (The Stafford Act), under Section 404, identified the use of disaster relief funds for the Hazard Mitigation Grant Program (HMGP), including the acquisition and relocation of flood-damaged property. The Volkmer Bill further expanded the use of HMGP funds under Section 404 to “buy out” flood-damaged property that had been affected by the Great Flood of 1993. <br />
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These FEMA buyout properties have numerous restrictions. No structures or improvements may be erected on these properties unless the improvements are open on all sides. The site can be used only for open space purposes and must remain in public ownership. These conditions and restrictions (among others), along with the right to enforce same, are deemed to be covenants running with the land in perpetuity and are binding on subsequent successors, grantees, or assigns. Any project decision involving a FEMA buyout property should consider that it may take two to three years to obtain an exemption from FEMA to use this parcel, and if allowed, the exemption would likely be a permanent easement rather than a transfer of property. <br />
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==136.6.4.8 Stormwater and Erosion Control==<br />
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Provisions of the federal Clean Water Act (CWA) and related state rules and regulations require stormwater permits for construction activities that disturb areas of one acre or more. Prior to initiation of any federal-aid project, the LPA needs to determine the acreage that will be disturbed. If less than one acre is disturbed, the LPA is exempt from the requirements of the CWA National Pollutant Discharge Elimination System (NPDES) program permits and DNR permit applications. However, there may be other state or local ordinances that must be addressed and the LPA should inquire whether there are local rules and regulations that govern clean water guidelines. Even if a NPDES permit is not required and there are no local clean water guidelines, the LPA must still develop and adhere to a site specific erosion control plan for ANY ground disturbance. If more than one acre is planned to be disturbed, documentation shall be provided in the NEPA document for the project and a commitment to obtain and comply with pertinent NPDES permits shall be listed in the NEPA commitments.<br />
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'''Permit for Land Disturbance'''<br />
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Missouri Department of Natural Resources (DNR) is Missouri’s regulating agency for environmental compliance. DNR issues land disturbance permits for projects one acre and greater to ensure compliance with the CWA and Missouri’s Clean Water Law. LPA’s will be required to obtain a land disturbance permit from DNR for any applicable project, unless a general operating permit exists for the entity. A few cities (Kansas City, Columbia, and others) and counties have obtained their own land disturbance permits from DNR for generic land disturbance purposes. In these areas, the LPA (city or county government) has its own restrictions and erosion control guidelines to meet the intent of its program. If one acre or more will be disturbed, the LPA should determine whether its city or county is operating under a DNR-approved program. If so, the local government jurisdiction will impose appropriate erosion controls. <br />
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When a project will disturb one acre or more and the city or county does not have a DNR-approved stormwater program, the LPA must obtain a permit from DNR and provide documentation that this commitment was completed. The LPA must develop a Stormwater Pollution Prevention Plan (SWPPP) for the project and a site-specific erosion control plan. [http://cfpub.epa.gov/npdes/stormwater/swppp.cfm Some example SWPPPs] are available. The LPA will need to contact the DNR NPDES Water Pollution Control Program office (573-751-1300 or 800-361-4827) for further directions. The LPA is responsible for providing a temporary erosion control plan to be included with the final plan submittal if any amount of acreage is to be disturbed. The plans will detail the types of temporary erosion and sediment control best management practices (BMPs) to be used and where the items will be installed. Further information on design criteria can be found in [[:Category:806 Pollution, Erosion and Sediment Control|EPG 806 Pollution, Erosion and Sediment Control]].<br />
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For information on temporary stream crossing pipes and construction, see [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8 Storm Water Pollution Prevention Plan (SWPPP)]].<br />
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'''Individual State Operating Permit for TS4'''<br />
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MoDOT has an individual permit (from MDNR) that applies to stormwater (TS4 Permit MO-0137910). If you are inside the limits of a regulated MS4 area, you must adhere to the MS4 requirements as defined in the respective MS4 permit specific to that municipality. Additionally, if you are discharging to a watershed subject to an approved and effective Total Maximum Daily Load (TMDL) that MoDOT is assigned a Waste Load Allocation (WLA) or discharging to an Outstanding National or State Resource Water, directly or through MoDOT’s drainage system (e.g., ditches and stormwater conveyance systems), runoff must be treated for water quality and/or quantity before entering MoDOT’s drainage system. If the project’s land disturbance is 1 acre or more and entirely on MoDOT right of way, you must comply with [[127.29 Stormwater|MoDOT’s TS4 permit]].<br />
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==136.6.4.9 Borrow Sites and Other Land Disturbance Activities Outside Right of Way==<br />
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Borrow/spoil sites, staging areas, haul roads, and/or burn pits may be located outside the project footprint and therefore were not previously addressed by the NEPA document and other environmental approvals for the project. The LPA is responsible for ensuring that the contractor obtains all necessary environmental clearances for borrow sites and other land disturbance areas—including off-site locations used to deposit excess material or for haul roads. To eliminate possible delays, the LPA should specify in the engineering services contract that a proposed borrow site be investigated. The LPA will provide clearance documentation to the MoDOT district contact. Procedures for environmental clearance of borrow sites and other land disturbance activities outside right of way is available at [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].” This information is also available through the MoDOT district contact. <br />
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The requirements of [[#136.6.4.1 Section 106 (Cultural Resource) Compliance |Section 106 of the National Historic Preservation Act]] apply to all areas of land disturbance. The LPA must complete the [http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office's Section 106 Project Information Form] and submit it to DNR. The LPA will provide written certification to the MoDOT district contact that the proposed site of land disturbance has been cleared of environmental concerns under all applicable federal and state laws and regulations. These include but are not limited to the Clean Water Act; Section 4(f) of the Department of Transportation Act; the Endangered Species Act; the National Historic Preservation Act; the Farmland Protection Act; Resource Conservation and Recovery Act; Comprehensive Environmental Response, Compensation, and Liability Act; and RSMo Chapter 194, Section 194.400, Unmarked Human Burial Sites. Certification must include all clearance letters and other evidence of coordination with the appropriate regulatory agencies.<br />
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==136.6.4.10 Hazardous Waste==<br />
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A number of laws and regulations deal with hazardous waste and both underground and aboveground storage tanks. Properties containing hazardous and non-hazardous solid wastes are frequently encountered in new right-of-way acquisitions. Some properties with extensive contamination and legal liabilities may warrant avoidance. For most sites, however, early identification and planning will allow selection of feasible alternatives with incidental costs. In addressing hazardous and solid wastes, the goals are to avoid unacceptable cleanup cost and legal liability and comply with federal and state laws and regulations regarding cleanup. The most common type of hazardous waste site encountered is a petroleum underground storage tank (UST) site. LPAs shall evaluate proposed corridors for hazardous and solid waste sites by conducting a thorough database search and a field check (if necessary). Possible sources include: <br />
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:* [http://cfpub.epa.gov/supercpad/cursites/srchsites.cfm Federal Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS)]<br />
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:* [http://www.dnr.mo.gov/env/hwp/registry-log.pdf DNR Confirmed Abandoned or Uncontrolled Hazardous Waste Disposal Sites in Missouri]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Generators List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Treatment, Storage, and Disposal Facilities List], select Missouri Commercial Hazardous Waste Facilities, List--PUB968 <br />
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:* [http://www.dnr.mo.gov/env/swmp/facilities/sanlist.htm DNR Solid Waste Facilities List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Registered Underground Petroleum Storage Tank List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Leaking Underground Storage Tank List]<br />
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:* [http://www.pstif.org/ Petroleum Storage Tank Insurance Fund], select Tank Sites tab<br />
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:* [http://www.nrc.uscg.mil/nrchp.html National Response Center Hotline], select Services, then query/download and select Standard Reports to run query <br />
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:* [http://www.epa.gov/enviro/ EPA Envirofacts], under Other Sites of Interest select Enviromapper<br />
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:* Other lists as appropriate. <br />
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Coordination with the Environmental Protection Agency (EPA) and DNR will help to determine liability, regulatory requirements, and potential cleanup costs. The potential to encounter unknown wastes from sites not identified through database and/or site reviews by the LPA should always be a consideration. Any unknown sites that are found during project construction shall be handled in accordance with federal and state laws and regulations. Any agency coordination, known hazardous waste site boundaries, and any measures taken to avoid, minimize or mitigate impacts to those areas must be included in the NEPA document. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate.<br />
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===136.6.4.10.1 Renovation and Demolition of Structures===<br />
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All structures, including bridges, that will be renovated or demolished must be inspected for asbestos. The reports from these hazardous waste inspections MUST be included in the bid proposal. Demolition or renovation is a three-step process under the asbestos regulations. All structures that meet the criteria as described above must be inspected by an Asbestos Building Inspector. Following the inspection, regardless of whether asbestos is present or not, an Asbestos Demolition Notification shall be made to DNR no fewer than 10 working days prior to beginning the project. If regulated amounts of asbestos are present, an Asbestos Project Notification must also be submitted and an Asbestos Post-Notification must be filed after the work is completed. If abatement is necessary, a certified Contractor Supervisor must be present and a licensed asbestos abatement contractor must do the abatement. Useful links for information on asbestos regulations include:<br />
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:* The [http://www.dnr.mo.gov/env/apcp/asbestos.htm main Asbestos Information page] <br />
:* [http://www.dnr.mo.gov/pubs/pub2157.pdf Asbestos Requirements for Demolition and Renovation Projects tech bulletin]<br />
:* [http://www.dnr.mo.gov/forms/780-1226-f.pdf Asbestos Project Notification]<br />
:* [http://www.dnr.mo.gov/forms/780-1923-f.pdf Asbestos Demolition Notification]<br />
:* [http://www.dnr.mo.gov/forms/780-1225-f.pdf Asbestos Post-Notification]<br />
:* [http://www.dnr.mo.gov/ MO DNR] contact: Senora Cressman, Environmental Specialist, office (573) 522-9936, cell (636) 432-8083, fax (573) 751-2706. <br />
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===136.6.4.10.2 Painting Bridges and Demolition of Painted Structures===<br />
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Painted surfaces of bridges and structures often contain heavy metals such as lead, chromium or barium that are regulated as hazardous waste under federal and state law. MoDOT has entered into a Memorandum of Understanding (MOU) with the Department of Health and Senior Services (DHSS) that stipulates certain requirements for lead abatement contractors. The contractor requirements involve any testing or identifying of lead-based paint on the surface of structures, determining whether a painted structure is a lead-hazard because of deteriorated paint, and performance of lead abatement activities. Specific requirements for LPA projects include: <br />
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:1) All contractors and subcontractors performing lead abatement activities must be licensed as Missouri lead abatement contractors. Additionally, employees of the contractors performing lead abatement activities are required to be licensed as Missouri lead abatement supervisor(s) and/or workers, <br />
:2) the project sponsor shall provide notification to DHSS through the submittal of a ''lead abatement project funding agency notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects, and <br />
:3) the contractor shall also provide notification to DHSS through the submittal of a ''lead abatement project notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects. <br />
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Both the [http://www.modot.mo.gov/business/contractor_resources/LeadPaintActivities.htm MOU and <u>contractor information for lead work activities</u>] are available. [http://www.health.mo.gov/safety/leadlicensing/ Application forms, licensing information and training schedules] are also available.<br />
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Painted structures shall be tested prior to painting and demolition to determine proper disposal for the waste generated during the project. The inspection reports MUST be included in the bid proposal. The test results for heavy metal analysis shall be included in the NEPA document, along with the identification of the need to handle and dispose of the material as a hazardous waste. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate. Note that the information provided herein is not inclusive and LPAs must follow all applicable federal and state laws for these activities.<br />
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'''Bridge Painting '''<br />
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Wash water and wipes used to clean bridge surfaces prior to painting must be collected and tested to determine whether they are regulated as hazardous waste. If it fails, it must be handled in accordance with federal and state law. Wash water that is not hazardous waste must still be collected and disposed at a Publicly Owned Treatment Works or a National Pollutant Discharge Elimination System (NPDES) permit must be obtained for discharge.<br />
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Blast residue must be collected and tested to determine whether it is regulated as a hazardous waste. Bridges with lead-, chromium-, or barium-based paint (or other regulated metals), must be handled as a hazardous waste and transported by a licensed hazardous waste transporter to a permitted Treatment Storage and Disposal (TSD) facility. Hazardous Waste Summary reports must be submitted to the Department of Natural Resources (DNR) for assessment of fees and taxes.<br />
<br />
'''Painted Block and Brick in Structures to be Demolished '''<br />
<br />
When a building or structure (including bridges) that is to be demolished contains block and brick that is painted, the painted surfaces should be tested for regulated heavy-metal-based paint to determine whether the material can be used for clean fill. As previously described above in the first paragraph of EPG 136.6.4.10.2, for any lead testing activity the contractor must be licensed as a lead abatement contractor and the contractor must provide the proper notification(s) to DHSS. All other demolition debris must be disposed in a demolition landfill. If a demolition landfill is not available, a permitted solid waste landfill can accept it. The levels of certain metals that are acceptable for use as clean fill are listed in the [http://www.dnr.mo.gov/env/swmp/docs/cleanfill09.pdf DNR Tech Bulletin on Painted Block and Brick].<br />
<br />
Also refer to ''Missouri Standard Specifications For Highway Construction'' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1081] on bridge painting and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 202] on demolition.<br />
<br />
==136.6.4.11 Farmland Protection Policy Act==<br />
<br />
The Farmland Protection Policy Act (FPPA) mandates that agencies identify and take into account the adverse effects of federal projects on farmland. The act requires all federally funded projects to be assessed for the potential conversion of farmland to non-farming purposes. LPAs shall assess the impact of their projects in cooperation with the local Natural Resources Conservation Service (NRCS) office. <br />
<br />
If the project requires no additional right of way, farmland assessment is not necessary. When additional right of way is needed, if it is located within city limits and the affected land is entirely developed for uses other than agriculture (e.g., within city limits), the LPA may document this in their files and no further action is required. If it is outside of established city limits, the LPA must complete a [[Media:127.11 Form AD 1006.DOC|Form AD-1006 Farmland Conversion Impact Rating]] (or for corridor type projects [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] and forward it along with the preliminary layouts to the NRCS for agency review. <br />
<br />
Forms can also be obtained from the NRCS and may be reproduced. The LPA completes Parts I and III, showing the acreage of new right-of-way and borrow areas, and submits three copies to NRCS. The submittal should request NRCS to fill out Parts II, IV, and V. NRCS assistance in filling out Part VI can also be requested, if desired. The LPA shall also ask NRCS to advise whether any land considered to be farmland is subject to any state or local government policy or programs to protect farmland. <br />
<br />
The LPA must complete the form after NCRS returns it. If the total rating exceeds 160 points, the FPPA mandates further consideration of protection. Using the bottom portion of Form AD-1006 labeled “Reason for Selection,” the LPA will document why this site was selected over the other alternative sites and submit one copy of the form along with the preliminary layout. This completes the processing. Under present directives, the LPA will have satisfied the requirements by considering the impact of converting any farmland to non-agricultural use and submitting the completed form. If the project is classified as other than a categorical exclusion, the completed form must be included in the EIS or EA. <br />
<br />
==136.6.4.12 Community Impact Assessment (Social/Economic/Environmental Justice)==<br />
<br />
[http://www.fhwa.dot.gov/environment/environmental_justice/overview/ Title VI of the Civil Rights Act of 1964 and Executive Order (EO) 12898 on Environmental Justice] apply to all programs and activities of federal-aid recipients, subrecipients, and contractors whether the programs and activities are federally funded or not. Environmental justice should be considered in all project development decisions regardless of the NEPA classification.<br />
<br />
Compliance with Title VI and EO 12898 during the NEPA process includes fully identifying social, economic and environmental effects; considering alternatives; coordinating with agencies; involving the public; and utilizing a systematic interdisciplinary approach. Potential impacts to the human environment should drive the transportation decision-making process as much as potential impacts to the natural environment and comparable consideration is to be given to both impacts to the natural and human environment. The final decisions on any proposed project on any federal-aid system are to be made in the best overall public interest, taking into consideration the need for fast, safe and efficient transportation, public services, and the costs of eliminating or minimizing possible adverse economic, social, and environmental effects. Compliance with EO 13166 on Limited English Proficiency should also be considered. <br />
<br />
Community impact assessment is key to avoiding the potential for discrimination or disproportionately high and adverse impacts. The LPA will provide a brief description of impacts, if any, to minorities, low-income populations, Limited English Proficiency (LEP) populations, and the community in general. The LPA must document, in the Community Impact Determination form, that a community impact assessment was done or that the project falls under the Programmatic Finding on Community Impacts, Environmental Justice, and Title VI Compliance. Most projects will be small and will have minimal to no impacts. If there are any commercial or residential displacements, the following text must be included in the NEPA documentation:<br />
<br />
:The acquisition and relocation of affected residential and commercial properties will be conducted in accordance with the relocation procedures established in the Uniform Relocation Assistance and Real Property Acquisition Policies Act (referred to as the Uniform Act) of 1970, as amended. The Uniform Act and Missouri state laws require that just compensation be paid to the owner(s) of private property taken for public use. The Uniform Act is carried out without discrimination and in compliance with Title VI (the Civil Rights Act of 1964), the President’s Executive Order on Environmental Justice, and the Americans with Disabilities Act. <br />
<br />
The LPA must provide relocation services to all impacted households without discrimination under guidance of the Uniform Act. Additional information concerning [http://www.fhwa.dot.gov/environment/environmental_justice/ej_at_dot/ environmental justice] and [http://www.fhwa.dot.gov/environment/community_impact_assessment/index.cfm community impact assessment] is available.<br />
<br />
Guidelines regarding public involvement can be found in [[:Category:129 Public Involvement|EPG 129 Public Involvement]]. These guidelines are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. Public involvement efforts based on environmental document type can be found in [[:Category:129 Public Involvement#129.4 Public Involvement Based on Environmental Document Type|EPG 129.4 Public Involvement Based on Environmental Document Type]]. Documentation is key and all outreach must be documented in the project files and the Request for Environmental Review (RER).<br />
<br />
==136.6.4.13 Noise Standards and Noise Abatement==<br />
<br />
Federal legislation in 1970 authorized the use of federal-aid highway funds for measures to abate and control highway traffic noise. MoDOT has a federally approved [[127.13 Noise|traffic noise policy]] to define and conform to the requirements of [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=ae7cf57d9d28b534abe1c23c25349e64;rgn=div5;view=text;node=23%3A1.0.1.8.44;idno=23;cc=ecfr Article 772, Code of Federal Regulations (23 CFR 772)] and the noise-related requirements of NEPA. The guidelines in the MoDOT Noise Policy are used to determine the need, feasibility, and reasonableness of noise abatement measures and provide the basis for statewide uniformity in traffic noise analysis. The LPA must use MoDOT’s FHWA-approved noise policy. Refer to [[127.13 Noise|EPG 127.13 Noise]].<br />
<br />
==136.6.4.14 Air Quality Requirements==<br />
<br />
The Clean Air Act defines requirements for transportation project air quality analysis. In Missouri, requirements are met through conformity demonstrations with established emission budgets contained in the State Implementation Plan (SIP). This process involves projects meeting the definition of "regionally significant" as described in 23 CFR 450.104. At a minimum, this includes all principal arterial highways and all fixed guideway transit facilities that offer a significant alternative to regional highway travel and would normally be included in the modeling of a metropolitan area’s transportation network. Generally, LPA projects will not meet the definition of "regionally significant" and the appropriate response for TIP Number on the Request for Environmental Review (RER) form is “N.A.” In the event a local project is determined to be regionally significant, conformity will be demonstrated through an established process for inclusion in a metropolitan Transportation Improvement Program (TIP).<br />
<br />
=136.6.5 Environmental Assessment (EA)=<br />
<br />
An EA is prepared when there is uncertainty about the significance of the impacts from a project. FHWA generally expects an EA for two-lane relocation projects and often for add-a-lane projects on new right of way; other types of projects may also require an EA. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EA sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. An EA describes a project’s purpose and need, identifies the alternates that are being considered, and discusses the expected impacts. It should discuss all topics required by FHWA regulations and guidance but should discuss in detail only those where there is potential for a significant impact. The EA should be concise and should not contain long descriptions or include detailed information that may have been gathered or analyses that may have been conducted for the proposed action. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EA and the format. The LPA must contact the MoDOT district contact if a significant impact is identified at any time during the preparation of an EA. FHWA will determine whether an EIS needs to be prepared. <br />
<br />
The LPA should begin consultation (through either early coordination or a scoping process) with interested regulatory agencies and others at the earliest appropriate time, to advise them of the scope of the project. This consultation will help determine those aspects of the proposed action with potential for social, economic, or environmental impact and will identify other environmental review and consultation requirements that are performed concurrently with the EA. Agencies with jurisdiction by law, such as the COE or the FWS, must be invited to become cooperating agencies. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating agencies and FHWA will send the letters. The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. The EA must summarize the results of both agency consultation and public involvement. The LPA, or its consultant, will prepare a preliminary EA (pEA) that encompasses the following: <br />
<br />
:* Finalize the location study with all alternates considered, including those discarded, depicted graphically. <br />
<br />
:* Indicate the preferred alternate. <br />
<br />
:* Evaluate all proposed reasonable alternates equally; the EA must include more than a single build alternative as well as the no build alternate. Reasonable alternates addressed in the EA are those that may be constructed in the event that the preferred alternate is not selected. <br />
<br />
:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. Complete a Phase I archaeological survey for the preferred alternate. Identify all areas for which landowner access was denied or the survey was not conducted at the preliminary EA stage. Determine which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time. <br />
<br />
:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). Submit all buildings, bridges, and culverts impacted by the preferred alignment, including those less than 50 years of age, to DNR’s State Historic Preservation Office (DNR-SHPO) for concurrence in a determination of eligibility to the NRHP. <br />
<br />
:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pEA must include either a draft Memorandum of Agreement (MOA) or draft Programmatic Agreement (PA) identifying uncompleted or mitigation activities to be completed prior to project construction. <br />
<br />
:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for [http://www.modot.mo.gov/business/manuals/documents/FIG4-6R-2009usethisone.doc Section 4(f) protection], along with a statement as to the status of agency coordination on those impacts. The EA must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources. <br />
<br />
:* Identify any Section 6(f) resources the project will affect. Any Section 6(f)(3) Conversion Documentation required cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved FONSI signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document. <br />
<br />
:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams. Estimate the areas of wetlands in the project area for all alternatives using conventional mapping sources and windshield survey and document expected impacts. <br />
<br />
:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits. <br />
<br />
:* Determine farmland impacts using either [[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating, Form AD-1006]] for site projects or [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] for corridor projects. <br />
<br />
:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents). <br />
<br />
:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts and other social and economic impacts of the project. <br />
<br />
:* Conduct a records search to determine the presence of possible hazardous waste sites. <br />
<br />
:* Demonstrate that the proposed project is in compliance with the Clean Air Act. <br />
<br />
The pEA is provided to MoDOT for distribution to FHWA and any formal cooperating agencies (identified as such on the pEA cover sheet) for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pEA, the EA is ready for FHWA’s final review and approval, after which it is made available to the public as an FHWA document. <br />
<br />
The EA must be made available for public inspection at the LPA’s office and at the appropriate FHWA field offices as described in the next two paragraphs of this section. Although it is not a federal requirement that the document be circulated for comment, the LPA is encouraged to provide the EA to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send notice of availability of the EA, briefly describing the project and its impacts, to the affected units of federal, state, and local government and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372. <br />
<br />
MoDOT’s normal practice is to hold a location public hearing for all EAs. Although FHWA regulations do not require public hearings for EAs, the FHWA encourages them on most EAs. For specific EAs depending on the situation, the FHWA division office may require a public hearing after signing the EA and before signing the FONSI. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. When a public hearing is held as a part of the application for federal funds, the EA must be available at the public hearing and at the LPA’s office and at the appropriate FHWA field offices for a minimum of 15 days in advance of the public hearing. The notice of the public hearing in local newspapers must announce the availability of the EA and where it may be obtained to review. The notice will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the availability of the EA unless FHWA determines that a different period is warranted. <br />
<br />
When a public hearing is not held, the LPA must place a notice similar to a public hearing notice and at a similar stage of project development in the local newspapers, advising the public of the EA’s availability at the LPA’s office and at the appropriate FHWA field offices and where to obtain information concerning the project. The notice must invite comments from all interested parties. It will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the publication of the notice unless FHWA determines that a different period is warranted. <br />
<br />
==136.6.5.1 Findings of No Significant Impact (FONSI)==<br />
<br />
Once the 30-day public comment period has ended and all comments from the public and other agencies have been collected, the LPA or its consultant prepares a Finding of No Significant Impact (FONSI). The FONSI should summarize any public and/or agency coordination that occurred after the EA was signed. The FONSI must satisfactorily address all substantive comments on the EA provided during the 30-day comment period, including those from other agencies, the general public, and as a result of the public hearing. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the FONSI. The FONSI must describe any changes to the EA-designated preferred alternate and document any additional impact analyses performed for the final, selected alternate. <br />
<br />
The FONSI must also document compliance with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met and briefly present why the action does not have a significant impact. If the proposed project will adversely impact any NRHP-eligible sites or historical structures, either an MOA or a PA executed by the DNR-SHPO, FHWA, Advisory Council on Historic Preservation (ACHP), and the LPA must accompany the letter. The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. Accompanying documentation must also include the Final Section 4(f) Evaluation, when required, for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected. <br />
<br />
When the FONSI is completed and the listed items are included, the documentation (with a signature page) is provided to MoDOT for distribution to FHWA (and to cooperating agencies for their review and comment if the selected alternate differs from the EA-designated preferred alternate). <br />
<br />
If the FONSI is for a new controlled access freeway, a highway project of four or more lanes on a new location, or other action described in 23 CFR §771.115a, the letter to FHWA and accompanying documentation described above must also be made available for public review, including affected units of government, for a minimum of 30 days before FHWA issues a FONSI for the project. A notice similar to that for a public hearing must announce the availability of the documentation. If at any point in the EA process, FHWA determines that the action is likely to have a significant impact, the LPA will be required to prepare an EIS. <br />
<br />
FHWA will review the FONSI, accompanying documentation, and any public hearing comments and other comments received regarding the EA. If FHWA determines after reviewing the documentation that there are no significant impacts associated with the project, the FONSI will be signed and a copy of the signed FONSI will be returned to the LPA. <br />
<br />
After FHWA issues a FONSI, the LPA is encouraged to provide the FONSI to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send a notice of availability of the FONSI to the affected units of federal, state, and local government and the FONSI shall be available from the LPA and FHWA upon request by the public. Notice of availability is also sent to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372. <br />
<br />
==136.6.5.2 Timeframes==<br />
<br />
The project schedule should allow about two years for obtaining a FONSI.<br />
<br />
=136.6.6 Environmental Impact Statement (EIS)=<br />
<br />
==136.6.6.1 Draft Environmental Impact Statement==<br />
<br />
An EIS is prepared for projects that have clearly identified and significant social, economic, or environmental impacts. FHWA indicates that an EIS is required for four-lane relocations as well as for major bridges or projects that are controversial. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EIS sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. <br />
<br />
An EIS describes a project’s purpose and need, identifies the alternates being considered, and discusses expected impacts in detail. To the extent possible, it also indicates compliance with other regulations. The EIS includes procedures to minimize harm and details mitigation measures and all other environmental commitments. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EIS and the format. <br />
<br />
When FHWA determines that an EIS is required, the LPA will prepare and FHWA will issue a Notice of Intent for publication in the ''Federal Register''. LPAs are encouraged to announce the intent to prepare an EIS by appropriate means at the local level. <br />
<br />
After publication of the Notice of Intent, the LPA will begin a scoping process to aid in identifying the range of alternatives and impacts and the significant issues to be addressed in the EIS. Scoping is normally achieved through public and agency involvement procedures. If a scoping meeting is to be held, it will be announced in the FHWA’s Notice of Intent and by appropriate means at the local level. Agencies with jurisdiction by law must be requested to become cooperating agencies. Section 6002 (Efficient Environmental Reviews for Project Decision Making) of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003 (SAFETEA-LU) updates the environmental review process by adding a new category of “participating agencies” for federal, state, and local agencies and tribal nations that have an interest in the project. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating and/or participating agencies as appropriate and FHWA will send the letters. <br />
<br />
The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. <br />
<br />
Section 6002 stipulates that both participating agencies and the public will be given the opportunity to comment on the purpose and need and range of alternatives for a project. Previously only cooperating agencies were offered such an opportunity. Section 6002 also mandates establishing a coordination plan for agency and public participation and comment. Further information on the SAFETEA-LU environmental review process can be found in FHWA’s [http://www.fhwa.dot.gov/hep/section6002/ SAFETEA-LU ENVIRONMENTAL REVIEW PROCESS FINAL GUIDANCE, Publication L 109-59, November 15, 2006]. <br />
<br />
The LPA or its consultant will prepare a preliminary Draft EIS (pDEIS) that evaluates all reasonable alternatives to the action and discusses the reasons why other alternatives that may have been considered were eliminated from detailed study. The pDEIS also summarizes the studies, reviews, consultation, and coordination required by environmental laws or Executive Orders to the extent appropriate at this stage in the environmental process. A pDEIS requires completing the following work: <br />
<br />
:* Finalize the location study; all alternates considered, including those discarded, must be depicted graphically in the document. <br />
<br />
:* Indicate a preferred alternate if one stands out. <br />
<br />
:* Evaluate all proposed reasonable alternates equally. Reasonable alternates addressed in the EIS are those that may be constructed in the event that the preferred alternate is not selected. (Provisions of SAFETEA-LU allow FHWA to decide whether the preferred alternative may be developed to a higher level of design detail to facilitate either the development of mitigation measures or compliance with other environmental laws. See FHWA’s 2006 SAFETEA-LU FINAL GUIDANCE, as cited previously, for details.) <br />
<br />
:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. <br />
<br />
:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). <br />
<br />
:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for Section 4(f) protection, along with a statement as to the status of agency coordination on those impacts. The DEIS must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources. <br />
<br />
:* Note the presence of any potential Section 6(f) resources. If Section 6(f)(3) Conversion Documentation is required, it cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved ROD signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document. <br />
<br />
:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams and possible impacts to them. <br />
<br />
:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits. <br />
<br />
:* Determine farmland impacts using either Form AD-1006 for site projects or Form SCS-CPA-106 for corridor projects. <br />
<br />
:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. <br />
<br />
:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts, and other social and economic impacts of the project. <br />
<br />
:* Conduct a records search to determine the presence of possible hazardous waste sites. <br />
<br />
:* Demonstrate that the proposed project is in compliance with the Clean Air Act. <br />
<br />
The pDEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pDEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pDEIS, the DEIS is ready for FHWA’s final review. The FHWA, when satisfied that the DEIS complies with NEPA requirements, will approve the DEIS for circulation by signing and dating the cover sheet. <br />
<br />
The LPA is responsible for printing the DEIS in sufficient quantity to accommodate circulation to those entities listed in the document as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the DEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed. <br />
<br />
Once FHWA signs the DEIS, public and agency comments must be requested. The LPA, on behalf of FHWA, circulates the approved DEIS to federal and state agencies, local entities, elected officials, and others as appropriate for their review and comment. Upon circulation of the approved DEIS to the Environmental Protection Agency (EPA), the EPA publishes a Notice of Availability (NOA) in the Federal Register. Copies of the approved DEIS are also provided for public viewing and copying in the LPA’s office and other public repositories such as libraries and city or county offices. The DEIS must be made available to the public and transmitted to agencies for comment no later than the time the document is filed with the Environmental Protection Agency. The DEIS shall be transmitted to: <br />
<br />
:1. Public officials, interest groups and members of the public known to have an interest in the proposed action or the DEIS; <br />
<br />
:2. Federal, state and local government agencies expected to have jurisdiction or responsibility over, or interest or expertise in, the action. Copies are provided directly to appropriate state and local agencies and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372; and <br />
<br />
:3. States and federal land management entities that may be significantly affected by the proposed action or any of the alternatives. These copies shall be accompanied by a request that such state or entity advise the FHWA in writing of any disagreement with the evaluation of impacts in the statement. FHWA will furnish the comments received to the LPA along with a written assessment of any disagreements for incorporation into the final EIS. <br />
<br />
The ''Federal Register'' NOA initiates a period of no less than 45 days for the return of comments on the DEIS. The notice and the DEIS transmittal letter must identify to whom comments may be sent. <br />
<br />
A location public hearing is generally held for all projects requiring an EIS. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. The DEIS shall be available at the public hearing and for a minimum of 15 days in advance of the hearing. The availability of the DEIS shall be mentioned and public comments requested in any public hearing notice and at any public hearing presentation. If a public hearing on an action proposed for FHWA funding is not held, a notice shall be placed in newspaper similar to a public hearing notice advising where the DEIS is available for review, how copies may be obtained, and where the comments will be sent.<br />
<br />
==136.6.6.2 Final Environmental Impact Statement==<br />
<br />
After circulation of a DEIS, when the 45-day comment period has ended and all comments from the public and other agencies have been collected, a preliminary Final EIS (pFEIS) is prepared. The FEIS identifies the preferred alternative and evaluates all reasonable alternatives considered. It should also discuss substantive comments received on the DEIS and responses thereto, summarize public involvement, and describe the mitigation measures that are to be incorporated into the proposed action. Mitigation measures presented as commitments in the FEIS must be implemented with the project. The following items of work are completed as part of the pFEIS: <br />
<br />
:* All substantive comments gathered on the DEIS during the 45-day comment period, including those from other agencies, the general public, and as a result of the public hearing, must be satisfactorily addressed. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the pFEIS. <br />
<br />
:* A preferred alternate must be declared. <br />
<br />
:* A Phase I archaeological survey must be completed for the preferred alternate(s) and all areas for which landowner access was denied or the survey was not conducted should be identified. A determination should be made of which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time. <br />
<br />
:* All buildings, bridges, and culverts impacted by the preferred alignment that were not previously reviewed by the DNR’s State Historic Preservation Office (DNR-SHPO), including those less than 50 years of age, must be submitted to DNR for concurrence in a determination of eligibility to the NRHP. <br />
<br />
:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pFEIS must include either a Memorandum of Agreement (MOA) or a Programmatic Agreement (PA) executed by the DNR-SHPO, FHWA, the LPA, and the Advisory Council on Historic Preservation (ACHP) (all PAs; MOAs if it chooses to participate). The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. <br />
<br />
:* A Final Section 4(f) Evaluation, when required, must be included in the pFEIS for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected. <br />
<br />
:* Identify any Section 6(f) resources the project will affect. Elements of the Section 6(f)(3) Conversion Documentation may be assembled during preparation of the NEPA document, even though the Section 6(f) document cannot be completed until the NEPA decision document has been issued. <br />
<br />
:* A preliminary jurisdictional wetland and stream delineation is conducted in the project area for the preferred alternative and expected impacts are documented. <br />
<br />
:* Identify whether any consultation with the U.S. Fish and Wildlife Service is required to address threatened or endangered plant and/or animal species within the project limits and any conservation measures resulting from the consultation. <br />
<br />
:* The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents). <br />
<br />
The FEIS will also document compliance, to the extent possible, with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met. Every reasonable effort shall be made to resolve interagency disagreements on actions before processing the FEIS. If significant issues remain unresolved, the FEIS must identify those issues and the consultations and other efforts made to resolve them. When the listed items are completed and included in a preliminary FEIS, the pFEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pFEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pFEIS, the FEIS is ready for FHWA’s final review and approval. The FEIS will be reviewed for legal sufficiency prior to FHWA approval. <br />
<br />
FHWA will indicate approval of the FEIS for an action by signing and dating the cover page. Approval of the FEIS does not commit the FHWA to approve any future request to fund the preferred alternative. <br />
<br />
The LPA should print a sufficient quantity of the FEIS to accommodate circulation to the appropriate entities as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the FEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed. <br />
<br />
When sufficient copies of the approved FEIS are transmitted to FHWA, FHWA circulates the document to the EPA along with an NOA to be published in the ''Federal Register''. Publication of the NOA initiates a 30-day comment period on the FEIS. The LPA circulates the approved FEIS for review and comment to any persons, organizations, or agencies that made substantive comments on the DEIS or requested a copy, no later than the time the document is filed with EPA. In the case of lengthy documents, the agency may provide alternative circulation processes. The LPA shall also publish a notice of availability in local newspapers and make the FEIS available through the mechanism established pursuant to DOT Order 4600.13 which implements Executive Order 12372. When the FEIS is filed with EPA, it must be available for public review at the LPA’s offices and at appropriate FHWA offices. A copy will also be made available for public review at institutions such as local government offices, libraries, and schools, as appropriate. <br />
<br />
=136.6.7 Record of Decision (ROD)=<br />
<br />
Substantive comments received on the FEIS are addressed in a Record of Decision (ROD) prepared by the LPA. The ROD also discusses the alternates that were considered for the project, identifies the selected alternate, and discusses why this alternate was selected. The ROD discusses commitments made in the document, including the measures that have been adopted to minimize harm, such as mitigation plans, and details any monitoring and enforcement program, if applicable. After comments are satisfactorily addressed, the ROD is presented to FHWA for approval. Once the ROD is signed by FHWA, the LPA can approve the location of the project and begin detailed design. <br />
<br />
The timeframe for completing the EIS process varies. The timeline for completing consultant-prepared EISs is a negotiated item within the scope of work. A good rule of thumb is to allow at least 3 years to get to an approved ROD. <br />
<br />
=136.6.8 Supplemental Environmental Impact Statements=<br />
<br />
A DEIS, FEIS or supplemental EIS may be supplemented at any time. An EIS shall be supplemented whenever FHWA determines that: <br />
<br />
:1. Changes to the proposed action would result in significant environmental impacts that were not evaluated in the EIS; or <br />
<br />
:2. New information or circumstances relevant to environmental concerns and bearing on the proposed action or its impacts would result in significant environmental impacts not evaluated in the EIS. <br />
<br />
Where FHWA is uncertain of the significance of the new impacts, the LPA will develop appropriate environmental studies or, if FHWA deems appropriate, an EA to assess the impacts of the changes, new information, or new circumstances. If based upon the studies, FHWA determines that a supplemental EIS is not necessary, FHWA shall so indicate in the project file. <br />
<br />
A supplement is to be developed using the same process and format (i.e., draft EIS and final EIS as an original EIS except that scoping is not required. <br />
<br />
In some cases a supplemental EIS may be required to address issues of limited scope, such as the extent of proposed mitigation or the evaluation of location of design variations for a limited portion of the overall project. Where this is the case, the preparation of a supplemental EIS shall not necessarily: <br />
<br />
:1. Prevent the granting of new approvals; <br />
<br />
:2. Require the withdrawal of previous approvals; or <br />
<br />
:3. Require the suspension of project activities; for any activity not directly affected by the supplement. If the changes in question are of such magnitude to require a reassessment of the entire action, or more than a limited portion of the overall action, FHWA shall suspend any activities that would have an adverse environmental impact or limit the choice of reasonable alternatives, until the supplemental EIS is completed. <br />
<br />
More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.130.pdf detailed discussion of supplemental NEPA documents] can be found on FHWA’s web site. <br />
<br />
=136.6.9 Re-evaluations=<br />
<br />
If an acceptable FEIS is not submitted to the Federal Highway Administration (FHWA) within 3 years from the date of the DEIS circulation, the LPA shall prepare a written reevaluation of the DEIS in cooperation with FHWA. This reevaluation is used to determine whether a supplement to the DEIS or a new DEIS is needed. <br />
<br />
A written reevaluation of the FEIS may be required before further approvals are granted if major steps to advance the action (e.g., authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications, and estimates) have not occurred within three years after the approval of the FEIS, final EIS supplement, or the last major FHWA approval or grant. <br />
<br />
Factors such as noteworthy changes in the scope and/or location of the project, whether the project is active or inactive, and changes in environmental laws or regulations can also require a NEPA document reevaluation. Once completed and approved, a NEPA document has a limited shelf life of three years, even when portions of the project are under construction or have already been constructed, as is often the case for lengthy corridor projects. After approval of the ROD, FONSI or CE designation and prior to requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA. <br />
<br />
Whenever the project scope or location changes, the LPA will submit to the MoDOT district contact a Request for Environmental Review (RER) form that describes and shows the changes. Based on that information, the project will be reexamined to determine whether the proposed changes require a reevaluation. When a reevaluation is needed, the LPA prepares the reevaluation documentation. In most cases, the reevaluation is submitted to the FHWA for review and approval. Documentation for reevaluations is based on the original NEPA document type. If the original NEPA document was an EA or EIS, the LPA prepares a letter documenting the reevaluation and submits it to MoDOT for FHWA’s review and approval. Some projects with original NEPA classifications as CEs may also require reevaluations in the form of a letter. FHWA does not routinely require reevaluations in the form of supplemental EAs or EISs. More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.129.pdf detailed discussion of NEPA reevaluations] can be found on FHWA’s web site. <br />
<br />
<br />
<br />
<br />
[[Category:136 Local Public Agency (LPA) Policy|136.06]]</div>Hoskirhttps://epg.modot.org/index.php?title=LPA:136.6_Environmental_and_Cultural_Requirements&diff=53609LPA:136.6 Environmental and Cultural Requirements2024-03-22T20:51:04Z<p>Hoskir: /* 136.6.4.3 Section 404 Permits for Wetlands and Streams */ updated link per email from Stephanie M.</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="360px" align="right" <br />
|-<br />
|<center>'''Figures'''</center><br />
|-<br />
|[[media:136.6.1.docx|Fig. 136.6.1, Project Review Process flowchart]]<br />
|-<br />
|[[media:136.6.2.docx|Fig. 136.6.2, Key Environmental/Cultural Resources Compliance Milestones]]<br />
|-<br />
|[[media:136.6.3 Jan 18 2019.docx|Fig. 136.6.3, Environmental/Cultural Resources Compliance Checklist]]<br />
|-<br />
|[https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review]<br />
|-<br />
|[[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]]<br />
|-<br />
|[[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing Categorical Exclusion Determination]]<br />
|-<br />
|[[media:136.6.6 2021.pdf|Fig. 136.6.6, Generalized flowchart of the Section 106 Process for Local Public Agencies]]<br />
|-<br />
|[[media:136.6.7 2017.docx|Fig. 136.6.7, Memorandum of Agreement for Mitigation of Adverse Effects]]<br />
|-<br />
|[[media:136.6.8 2013.doc|Fig. 136.6.8, LPA Section 4(f) Compliance Worksheet for Public Lands]]<br />
|-<br />
|[[media:136.6.9.doc|Fig. 136.6.9, Content of a Section 4(f) Evaluation]]<br />
|-<br />
|[[media:136.6.10.doc|Fig. 136.6.10, Diagram of Typical Floodplain]]<br />
|-<br />
|[http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11, LPA Floodplain Development Permit]<br />
|-<br />
|[http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12, Engineering “No-Rise” Certificate]<br />
|-<br />
|[[media:136.6.13.doc|Fig. 136.6.13, Procedures for “No-Rise” Certification for Proposed Development]]<br />
|-<br />
|[[media:136.6.14.docx|Fig. 136.6.14, Procedures for Environmental Clearance of Borrow Sites and Other Disturbed Areas Outside Right of Way]]<br />
|-<br />
|[[media:136.6.15_e106_Example_2022.pdf|Fig. 136.6.15, Example e106 Form]]<br />
|-<br />
|[[media:136.6.16_2022.pdf|Fig. 136.6.16, LPA Project Checklist for Adverse Effects]]<br />
|-<br />
|[[media:136.6.17.docx|Fig. 136.6.17, Sample LPA Transmittal of MOA Letter]]<br />
|-<br />
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]<br />
|-<br />
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]] <br />
|-<br />
! <center>'''Other Figures and Information for EPG 136.6'''</center><br />
|-<br />
|[http://www.achp.gov/archguide.html Advisory Council “Model MOA”]<br />
|-<br />
|[https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot Categorical Exclusion Determination]<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1718_inst.pdf Instructions for Completing the SHPO 106 Survey Memo]<br />
|-<br />
|[[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating]]<br />
|-<br />
|[https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Nationwide 404 Permit for Minor Road Crossings (NWP 14 Linear Transportation Projects)]<br />
|-<br />
|[http://www.modot.org/business/lpa/cert_train.htm NEPA Training video] - scroll down to bottom left<br />
|-<br />
|[http://www.achp.gov/apptoolkit.html Section 106 Applicant Toolkit] - this Advisory Council on Historic Preservation's toolkit provides additional and supplemental info for the Section 106 process<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1718.pdf State Historic Preservation Office’s Section 106 Survey Form]<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office’s Section 106 Project Information Form]<br />
|-<br />
|<div id="PowerPoint Tutorials"></div><br />
|-<br />
! <center>'''"How To" PowerPoint Tutorials'''</center><br />
|-<br />
|[[media:136.6 How to Complete the Application.ppt|How to Complete the Application for Section 106 Clearance]]<br />
|-<br />
|[[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]]<br />
|-<br />
|<center>'''Federal-Aid Essential Videos'''</center><br />
|-<br />
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=develop Project Development]<br />
|-<br />
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=environm Environment]<br />
|}<br />
<br />
=136.6.1 Introduction=<br />
<br />
Meeting environmental and cultural resource requirements and getting the necessary approvals and permits for local public agency (LPA) projects can involve multiple steps and varying lengths of time. Not meeting requirements in a timely manner can delay or even halt your project. You must obtain National Environmental Policy Act (NEPA) approval from the [http://www.fhwa.dot.gov/ Federal Highway Administration (FHWA)] before 35% plan completion. Before you can begin right-of-way acquisition for the project, you need concurrence from the State Historic Preservation Office (SHPO) that [[127.2 Historic Preservation and Cultural Resources|Section 106 (cultural resources)]] has been addressed satisfactorily. Some resources with specific requirements in addition to NEPA include historic buildings, archaeological sites, historic bridges, historic sites and parklands, wetlands and waterbody crossings, endangered species and conversion of farmland. Information on these topics and others can be found in this article and in the [http://www.modot.org/business/lpa/cert_train.htm NEPA Training video]. <br />
<br />
'''Roles and Responsibilities:''' MoDOT’s role in the project review process is to advise the LPA of requirements that must be met, review any NEPA submittals for completeness before forwarding to FHWA, and ensure that all needed permits, approvals, or other supporting documentation are obtained. The LPA is expected to provide complete and accurate information about the project. Complying with the applicable laws and regulations is the LPA’s responsibility. The LPA interacts with MoDOT through the designated district contact. For the occasional project that is classified as an Environmental Assessment (EA) or Environmental Impact Statement (EIS) under NEPA, a MoDOT environmental staff member will be a liaison between the LPA and FHWA. The liaison participates in project team meetings, is responsible for all communication with FHWA concerning the project, and helps ensure satisfactory compliance with NEPA. A flowchart summarizes the environmental/historic preservation project review process in [[media:136.6.1.docx|Figure 136.6.1]]. The timeframes needed to achieve key environmental/cultural resources compliance milestones are shown below and in [[media:136.6.2.docx|Figure 136.6.2]] (landscape format to print for reference). [[media:136.6.3 Jan 18 2019.docx|Figure 136.6.3]] contains a helpful checklist to guide the LPA through this process.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" colspan="4"|Key Environmental/Cultural Resources Compliance Milestones<br />
|-<br />
! style="background:#BEBEBE" |Task/Submittal!! style="background:#BEBEBE" |LPA Responsibility !! style="background:#BEBEBE" |MoDOT Responsibility!! style="background:#BEBEBE" |MoDOT Timeframe<br />
|-<br />
|Obtain NEPA classification||Provide adequate project information with Request for Environmental Review||Provide classification|| 30 days<br />
|-<br />
|Complete NEPA documentation if required:<br> 1. Programmatic CE (no documentation required)<br>2. Letter CE<br> 3. CE2<br>4. EA<br>5. EIS ||Prepare and submit required documentation|| Review documentation, provide comments, and submit documentation (revised by LPA as needed) to FHWA || 1. Programmatic CE – 4 weeks<br>2. Letter CE – 6 weeks<br>3. CE2 – 10 weeks <br>4. EA – 18 months <br>5. EIS – 36 months<br />
|-<br />
|Comply with Section 106 (cultural resources)||Obtain SHPO's concurrence||Ensure Section 106 compliance||Generally, 10 weeks<br>* Can take 6–12 months if SHPO finds adverse effect<br />
|-<br />
|Section 4 (f)<br>1. Historic bridge programmatic<br>2. Public land prog. or ''de minimis''<br>3. Full draft and final evaluation ||1. Prepare MOA<br>2. Provide documentation<br>3. Provide documentation||1. Review MOA<br>2. Review & submit to FHWA<br>3. Review & submit to FHWW ||1. 6 months<br>2. 60 days <br>3. 12 months<br />
|-<br />
|Comply with Clean Water Act Sections 404 and 401||Obtain permits||Ensure compliance||Nationwide: 6–8 weeks<br> Individual: 4–6 months<br />
|-<br />
|Comply with Endangered Species Act||Consult with MDC and obtain clearance letter||Review consultation|| 1–6 months<br />
|-<br />
|Floodplains||Contact local floodplain administrator for any needed permits||Ensure compliance|| 1–6 months<br />
|-<br />
|Comply with Clean Water Act Section 602||Obtain NPDES permit||Ensure Section 602 compliance|| 1–3 months<br />
|-<br />
|Comply with env. laws regarding use of borrow & spoil sites||Comply with applicable laws||Ensure compliance with applicable laws|| Varies according to law<br />
|-<br />
|Hazardous waste||Determine presence, contact DNR if hazardous materials are found||Ensure compliance|| 1 month<br />
|-<br />
|Comply with Farmland Protection Policy Act (FPPA)|| Obtain Farmland Rating||Ensure FPPA compliance|| 6 weeks<br />
|-<br />
|Environmental Justice, Title VI, ADA, etc.||Ensure compliance||Ensure compliance|| 1 month<br />
|-<br />
|Noise|| Complete noise study if necessary|| Ensure compliance|| 1–6 months<br />
|-<br />
|Comply with Clean Air Act||Ensure Clean Air Act compliance, model if necessary||Ensure Clean Air Act compliance||6–12 months if modeling required<br />
|-<br />
|Public Involvement|| Provide planned or completed public involvement|| Ensure compliance with [[:Category:129 Public Involvement|EPG 129 Public Involvement]]|| 1-8 weeks<br />
|}<br />
<br />
=136.6.2 National Environmental Policy Act (NEPA) Classification=<br />
<br />
The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] to the MoDOT district contact within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER initiates MoDOT environmental and historic preservation staff’s review of the project to determine the appropriate NEPA classification. The district contact will notify the LPA of the project’s classification as well as other environmental permits and clearances the LPA must obtain. <br />
<br />
Since the environmental classification is based on the scope of the project and expected magnitude of impacts, providing all information requested on the form is vital to getting the NEPA classification as early as possible. Whenever the project scope or location changes or more than a year has passed since MoDOT’s environmental and historic preservation staff reviewed the RER, the LPA will submit to the MoDOT district contact a new RER that describes and shows any changes. Based on that information, the project will be reexamined. A completed and approved NEPA document has a limited shelf life of three years from the date on the NEPA document. If construction obligation has not occurred within three years of the date on the NEPA document/date, a new RER must be filled out and reviewed and a new NEPA document/date will be issued. After obtaining approval of a ROD, FONSI, or CE determination and before requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.<br />
<br />
The basic NEPA classifications are: <br />
<br />
:* Categorical Exclusion (CE)—typically sufficient for projects that do not individually or cumulatively have a significant environmental effect. Most projects will be classified as CEs.<br />
<br />
:* Environmental Assessment (EA)—required for projects in which the environmental impact is not clearly established. Projects such as a two-lane relocation or adding lanes to an existing highway corridor generally require an EA. <br />
<br />
:* Environmental Impact Statement (EIS)—required for projects that may have significant adverse impacts or that are controversial. Projects such as a new controlled-access freeway, a highway project of four or more lanes on a new location, or new construction or extension of a separate roadway for buses or high occupancy vehicles not located within an existing highway facility typically require an EIS.<br />
<br />
=136.6.3 Categorical Exclusion (CE) =<br />
<br />
The majority of transportation projects in Missouri are classified as categorical exclusions (CEs) and are completed as a programmatic CE (PCE) or a CE2. Approximately 96% of LPA projects have been classified as programmatic CEs, with the remainder classified as CE2s and very rarely as an EA or EIS (see [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5 NEPA Glossary]]). <br />
<br />
An agreement with FHWA allows MoDOT to automatically classify specific types of projects that require no more than 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, as PCEs. PCEs do not require FHWA review. MoDOT and FHWA executed the newest [[media:2023_PCE_Agreement.pdf|programmatic agreement]] on September 22, 2021. The thresholds that cannot be exceeded are contained within the agreement. If a project exceeds one of the thresholds, a CE2 must be approved by FHWA.<br />
<br />
For projects that require over 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, MoDOT will advise the LPA to complete a [https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot CE2 Form] describing the project, the impacts expected from the project, and mitigation to compensate for the project’s impacts. The Form requests information such as the federal project number, route, county, project termini and length, project description, current and future average daily traffic (ADT), right of way and easement needs, displacements/relocations, a location map, and any other associated attachments. [[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing a CE2 Form]], guides the LPA through the process. For FHWA to concur that the project is a CE2 instead of an EA or EIS, the CE2 document must clearly demonstrate that the project will not have significant impacts and therefore, is categorically excluded from the requirement to prepare an EIS or EA. MoDOT will notify the LPA of the CE2 approval, request for more information, or FHWA’s decision that an EA or EIS needs to be prepared.<br />
<br />
=136.6.4 Beyond NEPA—Complying with Other Federal and State Environmental Laws and Regulations=<br />
<br />
The resource-specific information that follows is intended to aid the LPA in complying with federal and state environmental laws and regulations. Ultimately, the LPA is solely responsible for compliance with all applicable laws and regulations, regardless of the information, or lack thereof, included here. The LPA must ensure that all commitments specified in environmental documents are identified in plans and job specifications as appropriate. The LPA is also responsible for implementing all commitments and monitoring included in environmental documents. <br />
<br />
==136.6.4.1 Section 106 (Cultural Resource) Compliance ==<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right" <br />
|-<br />
|'''Useful Section 106 Websites'''<br />
|-<br />
|[http://www.achp.gov/work106.html Advisory Council on Historic Preservation]<br />
|-<br />
|[http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]<br />
|-<br />
|[http://www.environment.fhwa.dot.gov/histpres/index.asp Federal Highway Administration]<br />
|-<br />
|[http://www.modot.org/ehp/HistoricPreservation.htm MoDOT Historic Preservation Section]<br />
|}<br />
[[127.2 Historic Preservation and Cultural Resources|Section 106 of the National Historic Preservation Act (NHPA) of 1966]] requires the consideration of the potential impacts of federally funded or permitted projects to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects or historic districts. The significance of a cultural resource is evaluated by applying a specific set of criteria that is set forth by the [http://www.nationalregisterofhistoricplaces.com/faq.html National Register of Historic Places]. Cultural resources that meet the criteria of eligibility for listing on the National Register are referred to as “historic properties.” Failure to comply with Section 106 requirements could jeopardize federal funding and permits for a project. Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values are factored into the planning process for all federally funded or permitted projects. Compliance with Section 106 requires three things: <br />
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:1. ''Identify historic properties.'' Determine project’s area of potential effects (APE), identify cultural resources within the APE, and evaluate historic significance of these cultural resources; <br />
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:2. ''Assess adverse effects.'' Assess if the project will have an adverse effect on historic properties; and <br />
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:3. ''Resolve adverse effects.'' Avoidance, minimization, and/or mitigation of any project adverse effects on historic properties. <br />
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[[image:136.6.4.1.jpg|center|750px]]<br />
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Additional information on the Section 106 process is available on the webpages of the [http://www.achp.gov/work106.html Advisory Council on Historic Preservation] and the [http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]. <br />
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[[media:136.6.6 2021.pdf|Fig. 136.6.6]] illustrates the steps that the LPAs should follow to comply with Section 106. <br />
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===136.6.4.1.1 Step 1, Determine Need for Cultural Resource Investigations===<br />
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The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER submittal initiates the Section 106 review. <br />
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MoDOT has hired a consultant to oversee the LPA Section 106 compliance. The basic process is:<br />
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:1. The LPA should submit their Request for Environmental Review (RER). The consultant will review the RER and determine if the job Section 106 compliance is covered by the Section 106 agreement document on Minor Highway Projects. <br />
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::A. If it is the consultant will state on the RER that the project has Section 106 clearance and list the Stipulation and the date the decision was made. <br />
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::B. If the project is not covered by the Minor Highway Projects agreement, the consultant will state on the RER that a Section 106 investigation and submittal to SHPO is required. <br />
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:2. If a Section 106 investigation is required, the LPA will then move to [[#136.6.4.1.2 Step 2, Cultural Resource Investigations|EPG 136.6.4.1.2 Step 2, Cultural Resource Investigations]].<br />
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::A. The consultant will review the LPA’s (or their consultants) Section 106 submittal before it is sent to SHPO. <br />
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::B. If the Section 106 finding is “no historic properties affected” or “no adverse effect to historic properties and the State Historic Preservation Office concurs with this finding the Section 106 process has been completed.<br />
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::C. If the finding is “adverse effect to a historic property,” the LPA will then need to negotiate and execute a Section 106 agreement document (e.g., Memorandum of Agreement or Programmatic Agreement).<br />
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:3. If a Section 106 agreement document is required, the LPA will then move to [[#136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement|EPG 136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement]]. <br />
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::The consultant will also oversee the LPA’s (or their consultants) consultation and development of the Memorandum of Agreement.<br />
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[[image:136.6.4.1.1 Historic Bridge.jpg|center|750px|thumb|<center>'''The Historic Big Creek Bridge – an 8-panel, pin-connected Camelback through truss bridge</center>''']]<br />
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===136.6.4.1.2 Step 2, Cultural Resource Investigations===<br />
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'''If the SHPO requests a Section 106 survey the LPA will need to hire a qualified [https://www.modot.org/lpa-call-list cultural resource consultant] or staff member to conduct the survey and to submit a report of their findings to the SHPO.'''<br />
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'''Step 2a. The Cultural Resource Survey'''<br />
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:a. Cultural resource surveys typically are limited to the area of potential effects (APE) (i.e., For archaeology, this is the maximum footprint of the project consisting of proposed and existing right of way, and permanent and temporary easements) and any off-site areas, if known, (e.g., borrow, staging, wasting, etc.). For architectural resources, the APE may include the limits of the project plus a buffer around the project area so indirect effects of the project are considered (usually 50 ft in urban settings and 100 ft in rural settings).<br />
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:For archaeological resources, the APE is the maximum footprint of the project consisting of existing and new right-of-way, and temporary and permanent easements.<br />
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::1. An architectural survey consists of photographing buildings within the architectural APE and providing descriptions and historical information about those buildings constructed more than 50 years ago. In addition to buildings, features associated with a property such as gateposts, hitching posts, outbuildings, signage, etc. should be included in the photographic coverage. Clear photographs, which show the resource clearly, should be included in the survey report. Photographs taken out of car windows or where the resource is hidden behind vegetation are not acceptable.<br />
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::2. A Phase I archaeological survey is an intensive, systematic, investigation of the APE of the proposed project to identify any archaeological site that may be affected by the proposed project. If there is good surface visibility (e.g., a plowed field), archaeological sites may be identified by a pedestrian survey, which consists of archaeologists walking the area to examine what is exposed on the surface. If there is poor surface visibility (e.g., a pasture) the archaeologists use shovel or auger tests to look for artifacts. Shovel tests are small hand-dug holes about 12 inches wide and up to 24 inches deep, while auger tests are 8-inch diameter holes up to 6 feet deep. In most survey areas, shovel tests or auger tests will be excavated at 50 foot intervals. The excavated soil is examined for artifacts and other evidence of prehistoric or early historic archaeological sites.<br />
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::Phase II archaeological site testing will be needed if any potential National Register eligible sites are encountered in the APE that could be impacted by the proposed project. The Phase II is a limited archaeological excavation of a site to determine its significance and whether it meets National Register eligibility standards. The standard method for testing an archaeological site is the hand-excavation of test units. Test Units are usually 3 ft. x 3 ft. or 3 ft. x 6 ft. in size and are dug usually to a depth of 3 to 4 feet. These test units are excavated to search for intact artifact deposits and/or features (e.g., hearths, storage pits, hut basins, etc.) that would provide information about the people whose activities had created the site. The archaeological consultant will need to consult with SHPO and MoDOT on the proposed Phase II testing strategy before it is implemented. A Phase II investigation takes approximately 1-2 weeks per site.<br />
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:b. Reporting the results of the survey should follow the SHPO [https://mostateparks.com/sites/mostateparks/files/MO_phase1_guide.pdf “Guidelines for Phase I Archaeological Survey and Reports”]. If cultural resources are found, accompanied by the [https://mostateparks.com/sites/mostateparks/files/Cultural-Resource-Investigation-Report-Form.pdf Cultural Resources Investigation Report Form] ([https://mostateparks.com/sites/mostateparks/files/inst_crir_form.pdf Instructions]) with the first page filled out. A [https://mostateparks.com/sites/mostateparks/files/Review_Compliance_Information_Form.pdf Review and Compliance Information Form] ([https://mostateparks.com/sites/mostateparks/files/inst_rci_form.pdf Instructions]) must accompany all submittals to the SHPO. Additional SHPO [https://mostateparks.com/page/85651/standards-professional-architectural-and-historic-surveys guidance for architectural surveys] is posted on the SHPO website, including the [https://mostateparks.com/sites/mostateparks/files/780-2125-f.pdf Architectural/Historic Inventory Form] ([https://mostateparks.com/sites/mostateparks/files/ArchitecturalSurveyInstructions.pdf Instructions]) that should be used for buildings that are believed to be eligible for listing on the National Register of Historic Places. <br />
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:c. The Section 106 submittal will be reviewed and commented on by SHPO. SHPO has by law 30 calendar days to respond. <br />
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::1. If no cultural resources were identified, the SHPO usually will respond “no historic resources affected.” The Section 106 process is complete and no further action is necessary. <br />
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::2. If cultural resources were identified, their eligibility for the National Register of Historic Places (National Register) must be determined. <br />
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::3. In some cases, additional field investigations and /or historical research may be required for the cultural resource professional to determine resource eligibility. <br />
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The SHPO comments only apply to the project as submitted. Any changes to the project may require a supplemental submittal to SHPO regarding these changes (e.g., project limits, significant modifications to the nature of the project, etc.). Any subsequent communication with SHPO should include the Project Number assigned by SHPO to the original submittal.<br />
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If human remains are encountered during any fieldwork, the LPA and consultants must comply with state burial laws ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194] – unmarked remains or [https://revisor.mo.gov/main/OneSection.aspx?section=214 RSMO 214] – cemeteries). This requires initially contacting local law enforcement. If the human remains are not part of a crime scene, jurisdiction of the remains and disturbance of them falls on either local courts (RSMO 214) or the SHPO (RSMO 194). Consultation with appropriate American Indian tribes should be required if the human remains are believed to be of Native Americans – either prehistoric or historic. The LPA must contact FHWA prior to any consultation with Indian tribes. FHWA, as the Federal agency, is legally responsible for the tribal consultation process. The LPA may only consult directly with an Indian Tribe if authorized by FHWA.<br />
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'''Step 2b. Determination of Eligibility'''<br />
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'''If cultural resources are present, the LPA, in consultation with SHPO and FHWA/MoDOT, determines whether a cultural resource meets the eligibility requirements of the National Register. A cultural resource professional may need to conduct additional investigations to evaluate the eligibility of some resources. The cultural resource professional will need to consult with the MoDOT Historic Preservation staff on the proposed testing plan for an archaeological site before implementing it.'''<br />
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Readily available information can often be used to determine the National Register eligibility of identified cultural resources. This information should consist of the results of the cultural resource survey, any subsequent investigations, or other available information such as pictures and available history of structures. If the adverse effects to the potentially National Register eligible cultural resource cannot be avoided by the project the National Register eligibility determination is included in the Section 106 submittal.<br />
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:a. The SHPO is requested to concur or disagree with the National Register eligibility of a cultural resource. The cultural resource professional should provide an assessment of resource eligibility. <br />
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:b. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is not eligible for the National Register, the Section 106 process is complete. No further action is necessary. <br />
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:c. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is eligible for the National Register, a determination of effect (Step 2c) is made next. <br />
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::1. If SHPO, LPA, and FHWA/MoDOT disagree on the eligibility of a resource, the LPA should request the FHWA to contact the Keeper of the National Register of Historic Places (Keeper) for a definitive opinion. If the FHWA decides that the Keeper needs to be consulted they will provide the LPA with a list of the required documentation. This process can be lengthy (up to six months), so it should be avoided if possible. <br />
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::2. If the Keeper finds that the resource is not eligible, the LPA no longer needs to consider the project’s effects to that specific resource. <br />
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'''Step 2c. Determination of Effect'''<br />
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'''If historically significant cultural resources are present, the LPA, FHWA/MoDOT, and SHPO will determine the effect of the project on each National Register eligible property (called “historic property”). '''<br />
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The effect of a project on a historic property should be determined through consultation among the LPA, SHPO, and FHWA/MoDOT, using the criteria of adverse effects found at 36CFR800.4(1) and the examples of adverse effects found at 36CFR800.4(2). There will be a determination of either “no historic properties affected,” “no adverse effect” or “adverse effect.” The LPA will provide its opinion regarding effect along with its evaluation of eligibility to the SHPO for their concurrence. If the SHPO concurs with the LPA, this finding will be transmitted to the FHWA. If there is a disagreement among the LPA and SHPO, FHWA and MoDOT may be brought into the discussions to help facilitate an agreement.<br />
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:a. No Adverse Effect – If the finding is that the project effect is not adverse upon the historic property(ies), the Section 106 process is complete.<br />
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:b. Adverse Effect – If the project effect is adverse to the historic property(ies) (i.e., adversely affecting the characteristics that make it eligible for listing on the National Register), the LPA will consult with the SHPO on avoidance or mitigation of the adverse effect. It may be possible to redesign portions of the project to avoid adverse impacts to the historic property. The LPA will explore avoidance options, continued use, or rehabilitation of the historic property (not necessary for most archaeological sites). In addition, the public (interested parties, holders of permits, owners of affected lands, and private individuals) may be allowed to review and comment on the project, and participate in the decision-making process.<br />
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If the SHPO concurs with the results of the Section 106 Survey submittal being “no historic properties affected” or “no adverse effect to a historic property,” Section 106 compliance is completed. The date of the SHPO letter would be used as the Section 106 compliance date. If the result of the survey is “adverse effect to a historic property” the LPA precedes with Steps 3 and 4.<br />
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If the project changes after receipt of the SHPO letter with a “no historic properties affected” or “no adverse effect to a historic property” concurrence, the project must be resubmitted to the SHPO with the changes to the project identified. '''A change in the scope of the project may change the effects of the project on historic properties.'''<br />
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In instances where a project has an adverse effect, prior to continuing to the next step, the Advisory Council on Historic Preservation (Council) must be notified of the adverse effect and be invited to participate in consultation for the development of a Memorandum of Agreement (MOA). The [[media:136.6.16 2018.pdf|LPA Project Checklist for Adverse Effects]] for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) summarizes the steps the LPA must complete and which agencies will be involved in reviewing information. The LPA should complete the e106 form following the Directions, except leave Section 4 blank (see [[media:136.6.15.docx|Fig. 136.6.15, the example e106 form]]). The form should be e-mailed, along with supporting documentation to MoDOT for review. Once the form meets MoDOT approval, it will be forwarded to FHWA to be submitted to the Council, which has two weeks to respond.<br />
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The Council will become involved in consultation if the project has:<br />
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:1. Substantial impacts on historic properties, meaning that nationally significant properties or unusual properties are present or there are a large number of properties being affected by the project, including multiple properties within a historic district; <br />
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:2. They may become involved if the project presents questions about Section 106 policy or how the Section 106 regulations are interpreted; <br />
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:3. The project has the potential for presenting procedural problems. Procedural problems could include substantial public controversy, disputes among the consulting parties, likely litigation, or requests for Council involvement by consulting parties; or<br />
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:4. The project presents issues of concern to Indian tribes.<br />
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If an adverse effect cannot be avoided for certain kinds of historic properties, FHWA may determine that a Section 4(f) evaluation must be completed. Cultural resources requiring Section 4(f) evaluation are typically architectural or bridge resources, or archaeological sites that warrant preservation in place (usually mortuary sites). [http://environment.fhwa.dot.gov/4f/index.asp Section 4(f) of the Department of Transportation Act of 1966] states that a transportation project requiring the use of publicly owned land of a public park, recreation area, wildlife and waterfowl refuge, or a historic site (i.e., a “historic property” as defined by Section 106) may be approved only if:<br />
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:1) There is no prudent and feasible alternative to using that land; and<br />
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:2) The project includes all possible planning to minimize harm to the park, recreation area, wildlife and waterfowl refuge, or historic site resulting from the use.<br />
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Section 4(f) is unique to Department of Transportation projects and is a process that can take up to 12 months. The LPA should make sure it works closely with MoDOT and FHWA if there is a possibility of a need for a Section 4(f) Evaluation. Information on the Section 4(f) Evaluation process is provided elsewhere in EPG 136, however if the project is a bridge replacement and the only Section 4(f) issue is the bridge, MoDOT Historic Preservation will complete the Programmatic Section 4(f) evaluation documentation for FHWA review, using information provided by the LPA.<br />
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[[image:136.6.4.1.3.jpg|center|750px|thumb|<center>'''Portal View of the Historic Big Creek Bridge</center>''']]<br />
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===136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement===<br />
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'''If historic properties will be adversely affected by the project, the LPA will coordinate with the MoDOT Historic Preservation staff, SHPO and FHWA in preparation of a Memorandum of Agreement (MOA). Section 106 is not complete until an MOA is executed and the stipulations are completed.'''<br />
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The steps involved in developing an MOA and providing the information necessary for a Programmatic Section 4(f) Evaluation (if the adverse effect is to a historic bridge) are also detailed in the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f).<br />
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If adverse effects to a historic property cannot be avoided, a MOA will be prepared through consultation with LPA, FHWA, MoDOT, the SHPO, and other appropriate consulting parties. The MOA will document the stipulations to be carried out to mitigate the adverse effect upon the historic property(ies), including the appropriate level of documentation for the resource. If the resource is a bridge, the ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effect'' (Bridge Documentation Standards) should be referenced including the level at which the bridge will be documented. It is a legally binding agreement document that is signed by the signatory parties (usually the FHWA, SHPO and the LPA). [[media:136.6.7 2017.docx|Fig. 136.6.7]] provides an example of a MoDOT bridge MOA and the [[media:136.6.15.docx|e106 form]]. In addition, the Council provides a “model MOA” for archaeological data recovery on its website. <br />
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'''If the adverse effect is to a Native American archaeological site, the FHWA must consult with the Indian tribes with a historical interest in the project area and provide them an opportunity to participate in the consultation process.'''<br />
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:a. The MOA process is started by the LPA’s preparation and submittal of a draft MOA and the e106 form updated to include consultation that may have occurred on the project since the Council notification occurred, and an Alternatives Analysis (for bridge projects). The documents are forwarded to MoDOT Historic Preservation for review and comment. <br />
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:b. The Alternatives Analysis must include the following information (for additional information on the alternatives that must be considered, consult the [https://www.environment.fhwa.dot.gov/4f/4fbridge.asp FHWA Programmatic Section 4(f) Web-page]):<br />
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::1. A description of the purpose and need for the project;<br />
::2. A description of the current condition of the bridge;<br />
::3. A discussion of the do nothing alternative<br />
::4. A discussion of the rehabilitation option for the bridge;<br />
::5. A discussion of an alternative that would save the bridge by realigning the road to avoid the bridge;<br />
::6. A discussion of an alternative that would relocate the bridge to another location to save it (can include discussion of the advertising efforts and their results)<br />
::7. Rough cost estimates for the alternatives, including construction and right of way.<br />
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:c. When the MOA is satisfactory, MoDOT will inform the LPA, SHPO and FHWA that it is satisfactory. If the Council has responded, the LPA can begin the process of signing the MOA. The LPA should prepare a copy of the MOA for each signatory.<br />
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:d. If the adverse effects are to a Native American archaeological site, FHWA will provide a copy of the draft MOA and accompanying information to Indian tribes with historical interest in the project area or attach religious and cultural significance to the site to provide them the opportunity to participate in the consultation process. <br />
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:e. The LPA will send the signed MOA to the SHPO, using text similar to the [[media:136.6.17.docx|sample letter]] and copy MoDOT and FHWA on the transmittal letter. The SHPO will sign the MOA and forward it to the FHWA for execution, copying MoDOT and the LPA on the transmittal letter. The MOA is considered to be executed upon FHWA signature, who is the last party to sign the document (general signatory order is LPA, any other invited signatories, SHPO and then FHWA). <br />
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:f. Once the MOA is executed, MoDOT will prepare the Programmatic Section 4(f) evaluation for bridge projects and submit it to FHWA (see the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) for further details of how Section 4(f) fits into the Section 106 process).<br />
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If Steps 3 and 4 are required, the date the MOA is executed can be used as the Section 106 compliance date when requesting authorization to proceed from MoDOT and FHWA.<br />
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===136.6.4.1.4 Step 4, Mitigation of Adverse Effect===<br />
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'''The LPA will implement and fulfill the stipulations of the MOA. Ultimately, the SHPO must concur that the stipulations of the MOA have been satisfied. '''<br />
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Following the execution of the MOA, the LPA will implement stipulations of the MOA to mitigate the adverse effects upon the historic property(ies). The following mitigation measures have been used on various projects: <br />
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<u>'''Bridges and Architectural Resources'''</u><br />
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The LPA and FHWA consult with the SHPO to determine the level and kind of documentation required for the historic property during the development of the MOA: Historic American Engineering Record (HAER) documentation, Historic American Building Survey (HABS) standards, or state-level documentation, as identified in the [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effects (Bridge Documentation Standards)'']. For most of these historic properties the state-level documentation is selected as the preferred method for recordation. <br />
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Bridges are advertised (in compliance with MAP-21) for availability and offered to interested parties for reuse in place or at an alternate location, but will be demolished if no one expresses a reasonable interest. The bridge should be advertised on MoDOT’s [http://www.modot.org/freebridges/ Free Bridges webpage] for a minimum of 60 days, which can be done in coordination with MoDOT Historic Preservation staff, as well as direct marketed to local governments, historical or preservation societies and trail groups in the area. The SHPO should be consulted regarding the agencies the bridge will be direct marketed to (this can be done as part of the MOA consultation). The transfer of ownership or demolition of the bridge occurs after the archival photographs, or the selection of photographs, has been accepted by the SHPO as adequate for the resource. <br />
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The specific HABS/HAER guidelines can be found at the [http://www.nps.gov/history/hdp/standards/guidelines.htm National Park Service’s Heritage Documentation Programs website], but the basic documentation usually includes:<br />
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::1. Copies of original plans or drawings. If copies of the original plans are not available, measured drawings may be produced at a precise scale from actual dimensions recorded in the field. Drawings may be produced either by hand or with computer-aided drafting. <br />
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::2. Large-format photographs are produced as contact prints from 4x5 and 5x7 black-and-white negatives and color transparencies. The formats allow maximum enlargement with minimal loss of detail and clarity, and the black-and-white processing allows for archival stability. <br />
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::3. Written histories place the site or structure within the appropriate context, addressing both the historical and the architectural or engineering aspects of its significance. <br />
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Bridges should be documented to the Bridge Documentation Standard designated in the MOA. Guidance for researching, describing and photographing a historic bridge can be found in [[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]].<br />
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:If the SHPO recommends that the historic property be documented to the state level of documentation, the following information should be provided: <br />
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::1. 8 in. X 10 in. high-resolution black-and-white digital images (>600 dpi) to fully document overall views and details of the historic property. Photographs should be taken and processed according to [http://www.nps.gov/nr/publications/bulletins/photopolicy/index.htm standards for photographs] accompanying National Register documentation, including the appropriate considerations for paper and ink. It is a good idea to identify the paper and ink used, if possible. Digital, archival standard, compact discs with all views will be provided. <br />
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::2. A historic narrative and technical descriptions for the historic property. <br />
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::3. Plans or drawings for the historic property; specifically, floor plans for the historic building if it is architecturally significant and/or a copy of the original engineering construction plans for the historic bridge. <br />
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::4. The final documentation shall be provided to the SHPO along with archival digital discs containing the TIFF images and report PDF. Additional copies shall be provided to appropriate local historical groups, and retained by the LPA. Bound copies and/or CDs of the final documentation also will be available to others upon request. <br />
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{| style="margin: 1em auto 1em auto"<br />
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|[[image:136.6.4.1.4 depot.jpg|400px|thumb|<center>'''Historic Marthasville Depot'''</center>]] ||[[image:136.6.4.1.4 restored depot.jpg|400px|thumb|<center>'''Restored Historic Marthasville Depot'''</center>]]<br />
|}<br />
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The guidelines for [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf State Level Bridge Documentation Standards] are available. The general standards are described below. For all state level documentation photographs taken to NRHP standards are required.<br />
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:1. Level I documentation is for major rivers and their tributaries and includes in depth documentation of the history of the bridge, including describing its planning process, how it influenced social history, commerce, and other broad patterns of history. 8X10 inch photographs, bridge plans, and a bridge description are required.<br />
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:2. Level II documentation is a moderate level of documentation for small rivers and major creeks, with no significant association with historical events. It is anticipated that most bridges will be documented at this level. Historical documentation should document the engineering and transportation significance of the bridge including the planning for the bridge. 8X10 inch photograph, bridge plans and a brief description are required.<br />
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:3. Level III documentation consists of a well-documented inventory form with citations, and will be used for bridges over small streams away from populated areas, lettered routes in rural areas, and for bridges that may contribute to a historic district but not be individually eligible. The documentation includes 8X10 inch photographs, bridge plans and a bridge description.<br />
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:4. Level IV documentation is for bridges over small streams, creeks, highways or railroad crossings, that are not individually eligible but contribute to a larger historic property, and which have a low level of integrity; it is anticipated that few bridges will qualify for this level of documentation. This documentation consists of a documented inventory form, bridge plans and 5X7 inch photographs.<br />
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<u>'''Archaeological Sites'''</u> <br />
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If the adverse impacts to a National Register eligible archaeological site cannot be avoided (e.g., changes in roadway alignment, fencing, and burial under roadway fill) the usual mitigation measure is data recovery (i.e. site excavation). Excavation activities are typically limited to within the project limits. The guidance outlined in the Council’s publication, [http://www.achp.gov/archguide.html ''Recommended Approach for Consultation on the Recovery of Significant Information from Archaeological Sites''], should be followed in developing an archaeological data recovery plan. If a site is excavated, a qualified archaeologist must conduct the field investigations, analyze the remains, and prepare a Phase III data recovery report. Artifacts from excavations are the property of the LPA and must be curated at an archaeological curation facility. If human remains are encountered during the excavation, SHPO must be contacted and the state burial law ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194]) will need to be followed. Notification of the human remains should also be provided to FHWA and may need to be provided to consulting Indian tribes. <br />
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In addition to the documentation materials for the SHPO and FHWA, and the National Park Service's Heritage Documentation Program for HAER and HABS, additional copies may be needed for distribution to local repositories (historical society or local library) and interested parties. <br />
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If Steps 3 and 4 are required, then the date that FHWA signed the MOA is used as the Section 106 compliance date.<br />
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==136.6.4.2 Section 4(f) of the U.S. Department of Transportation Act of 1966 and Section 6(f) of the Land and Water Conservation Fund Act (LWCFA) Properties==<br />
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Section 4(f) of the U.S. Department of Transportation Act of 1966 requires that special consideration be given to publicly owned lands, or those held under a long-term lease, that are intended for use as public parks, recreation areas, or wildlife and waterfowl refuges as well as to publicly and privately owned historic sites listed or eligible for listing on the National Register of Historic Places. Codified at 49 U.S.C. 303, Section 4(f) applies to projects that receive funding from or require approval by a Department of Transportation (DOT) agency such as [http://www.fhwa.dot.gov/ FHWA].<br />
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It is the LPA’s responsibility to establish whether the project will require the use of or impact any Section 4(f) resources. The LPA will evaluate possible use of Section 4(f) resources early in the development of a project, when various alternatives for the proposed project are being considered. Ultimately, FHWA makes all decisions regarding Section 4(f) compliance for highway projects: whether Section 4(f) applies to a property, whether a use will occur, whether a de minimis impact determination (discussed below) is made, assessment of each alternative’s impacts to Section 4(f) properties, and (after consulting with the appropriate officials who have jurisdiction) whether the law allows selection of a particular alternative.<br />
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Before FHWA approves a project that uses Section 4(f) property, either the use must be determined to be de minimis or a Section 4(f) Evaluation must be completed. If the Section 4(f) Evaluation identifies a feasible and prudent alternative that completely avoids Section 4(f) properties, that alternative must be selected. If there is no feasible and prudent alternative that avoids all Section 4(f) properties, FHWA has some discretion in selecting the alternative that causes the least overall harm. FHWA may approve the use of land (permanent or temporary) from a Section 4(f) resource '''only if''': <br />
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:1. There is no feasible and prudent avoidance alternative to the use of land from the property and <br />
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:2. The action includes all possible planning to minimize harm to the property resulting from such use. <br />
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===136.6.4.2.1 Section 4(f) for Historic Properties===<br />
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To determine the applicability of Section 4(f) to historic sites, the LPA will consult with the FHWA (through the MoDOT district and MoDOT Historic Preservation staff), SHPO, and appropriate local officials to identify all properties listed on or eligible for the NRHP. The Section 4(f) requirements apply only to NRHP-listed or eligible properties that will be adversely affected, including archaeological sites chiefly significant for preservation in place, not data recovery. <br />
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===136.6.4.2.2 Section 4(f) for Public Lands===<br />
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If the federal, state, or local officials having jurisdiction over a park, recreation area, or refuge determine that the entire site is not significant, consideration under Section 4(f) is not required. The Section 4(f) land is presumed significant without such a determination and FHWA will decide whether Section 4(f) applies. The LPA must complete the Local Public Agency Section 4(f) compliance worksheet (for parks/refuges only) found in [[media:136.6.8 2013.doc|Fig. 136.6.8]].<br />
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For federal or other public land holdings (e.g., state forests) that are managed for multiple uses under statutes permitting such management, Section 4(f) applies only to those portions of such lands that function for or are designated in the plans of the administering agency as being for significant park, recreation, or wildlife and waterfowl refuge purposes. The officials having jurisdiction over the lands determine which lands so function or are so designated, and the significance of those lands. FHWA reviews this determination to assure it is reasonable. The determination of significance applies to the entire area used for such park, recreation, or wildlife and waterfowl refuge purposes. <br />
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===136.6.4.2.3 ''De Minimis'' Determination===<br />
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A ''de minimis'' finding means that a transportation use of a Section 4(f) property will cause minimal impact to the resource after considering impact avoidance, minimization, and mitigation or enhancement measures. If FHWA determines that the use of Section 4(f) land will have no adverse effect on the protected resource and obtains written agreement to such determination from the responsible official(s) with jurisdiction over the resource, an analysis of avoidance alternatives is not required and Section 4(f) is complete. Although a ''de minimis'' impact determination does not require evaluating whether avoidance alternatives are feasible and prudent, FHWA does consider any impact avoidance, minimization, and mitigation or enhancement measures that are included in the project to address the impacts and adverse effects on the Section 4(f) resource. The purpose of taking such measures into account is to encourage incorporating Section 4(f) protective measures as part of the project. ''De minimis'' impact findings are expressly conditioned upon implementation of any measures that were used to reduce the impact to a ''de minimis'' level. The LPA is responsible for ensuring such measures are implemented.<br />
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The ''de minimis'' impact criteria for historic sites are different from those for parks, recreation areas, and wildlife and waterfowl refuges. ''De minimis'' impacts on historic sites are defined as either a “no adverse effect” determination or “no historic properties affected” in compliance with Section 106 of the NHPA. ''De minimis'' impacts relative to publicly owned parks, recreation areas, and wildlife and waterfowl refuges are those that do not adversely affect the activities, features, or attributes of the resource.<br />
<div id="In making a de minimis"></div><br />
In making a ''de minimis'' impact finding, FHWA must consider the facts supporting a ''de minimis'' impact determination, the record of coordination that precedes the'' de minimis'' finding, and the concurrence of the official(s) with jurisdiction. FHWA has the ultimate responsibility of ensuring that ''de minimis'' impact findings and required concurrences are reasonable. If FHWA makes a ''de minimis'' determination, the MoDOT district contact will notify the LPA, who will need to assemble the documentation required to support the finding. [[https://www.environment.fhwa.dot.gov/legislation/section4f.aspx?_gl=1*mavdga*_ga*MTY5NzY4ODA1OC4xNzExMTM2MTgy*_ga_VW1SFWJKBB*MTcxMTEzNjE4MS4xLjEuMTcxMTEzNjQxNi4wLjAuMA.. Documentation requirements] are available. The public must also be afforded an opportunity to review and comment on the effects of the project on the protected activities, features, or attributes of the Section 4(f) property (see [[:Category:129 Public Involvement#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]]).<br />
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===136.6.4.2.4 Programmatic Section 4(f) ===<br />
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FHWA has approved five nationwide programmatic Section 4(f) evaluations. One covers federal-aid highway projects that use minor amounts of land from publicly owned public parks, recreation areas, or wildlife and waterfowl refuges. A second covers highway projects that use minor amounts of land from historic resources either listed on or eligible for the National Register of Historic Places (NRHP). The third programmatic Section 4(f) covers the use of historic bridges. The fourth is for independent bikeway or walkway construction that requires the use of recreation areas or parkland. The fifth is the net benefit programmatic Section 4(f) evaluation for projects that will use land from a Section 4(f) park, recreation area, wildlife or waterfowl refuge, or historic property and will result, in the view of FHWA and the official(s) with jurisdiction over the Section 4(f) property, in a net benefit to the 4(f) property. <br />
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The programmatic Section 4(f) documentation must demonstrate that the project meets applicability criteria for a programmatic evaluation, that avoidance alternatives have been evaluated, that no feasible and prudent alternatives exist, and that appropriate mitigation measures have been included. It must also include correspondence demonstrating that the official(s) with jurisdiction over the Section 4(f) resource agrees with the assessment of impacts and with the proposed mitigation measures. The documentation should be self-contained and self-explanatory since it will be available to the public upon request. With the exception of the programmatic Section 4(f) for historic bridges, a programmatic 4(f) evaluation cannot be used on projects requiring preparation of an EIS. <br />
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Using the nationwide programmatic evaluations can streamline the Section 4 (f) process for qualifying projects by eliminating some of the project-by-project internal review and interagency coordination. The [http://www.environment.fhwa.dot.gov/4f/4fnationwideevals.asp applicability criteria for the programmatic Section 4(f) evaluations] are available. For projects meeting the criteria, the programmatic Section 4(f) evaluation satisfies the requirements of Section 4(f) and no individual Section 4(f) evaluations need be prepared. The FHWA division office is responsible for reviewing each individual project to determine whether it meets the criteria and procedures of the programmatic Section 4(f). <br />
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===136.6.4.2.5 Section 4(f) Evaluation Process===<br />
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When adequate support exists for a Section 4(f) determination and the use of the property does not qualify for a de minimis determination or one of the nationwide programmatic Section 4(f) evaluations, the LPA will complete a Section 4(f) Evaluation. The evaluation must specifically explain why the alternatives to avoid the Section 4(f) property are not feasible and prudent and describe all measures that will be taken to minimize harm to the Section 4(f) property. Supporting information should demonstrate that there are unique problems or unusual factors involved in the use of alternatives that avoid the properties or that the cost, social, economic, environmental impacts, or community disruption resulting from such alternatives reach extraordinary magnitudes. <br />
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FHWA will review the final Section 4(f) evaluation for legal sufficiency before issuing an approval. LPAs will not proceed with any project requiring the use of Section 4(f) property and determined to be classified as a CE until notified by FHWA of Section 4(f) approval. For projects classified as EA or EIS, Section 4(f) approval is documented on a separate signature page concurrently with FHWA’s approval of the Finding of No Significant Impact (FONSI) or the final EIS. For EIS projects, the LPA should briefly summarize the Section 4(f) impacts and mitigation measures in the Record of Decision (ROD). <br />
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Circulation of a separate Section 4(f) evaluation is required when: <br />
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1. A proposed modification to the alignment or design after approval of the CE, EA, FONSI, draft EIS, final EIS, or ROD would require the use of Section 4(f) property; <br />
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2. FHWA determines that Section 4(f) applies to a property after approving the CE, EA, FONSI, draft EIS, final EIS, or ROD; or <br />
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3. A proposed modification to the alignment, design, or measures to minimize harm after the original Section 4(f) approval would result in a substantial increase in the amount of Section 4(f) land use, a substantial increase in the adverse impacts to Section 4(f) land, or a substantial reduction in mitigation measures. <br />
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If FHWA determines that Section 4(f) is applicable after approval of the CE, EA, FONSI, final EIS, or ROD, the decision to prepare and circulate a Section 4(f) evaluation will not necessarily require the preparation of a new or supplementary environmental document. Where a separate circulated Section 4(f) evaluation is prepared, such evaluation does not necessarily: <br />
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1. Prevent the issuance of new approvals, <br />
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2. Require the withdrawal of previous approvals, or <br />
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3. Require the suspension of project activities for any activity not affected by the Section 4(f) evaluation. <br />
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Detailed information on preparing a Section 4(f) Evaluation is provided in [[media:136.6.9.doc|Fig. 136.6.9]].<br />
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===136.6.4.2.6 Section 6(f) of the Land and Water Conservation Fund (LWCF) Act and Similar Grant Programs===<br />
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The Land and Water Conservation Fund (LWCF) Act provides funds for the acquisition and development of public outdoor recreation facilities. These could include community, county, and state parks, trails, fairgrounds, conservation areas, boat ramps, shooting ranges, etc. Section 6(f) of the LWCF Act places restrictions on public recreation facilities funded with LWCF monies— LWCF-assisted facilities must be maintained for outdoor recreation in perpetuity. Therefore, use of such property for a transportation project will require mitigation that includes replacement land of at least equal value and recreational utility. Section 6(f) documents are lengthy, frequently taking one to two years to process, and also require a signed Section 4(f) document to be completed. <br />
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Section 4(f) ''de minimis'' impact findings do not satisfy the requirements of Section 6(f) of the LWCF Act or other U.S. Department of Interior (DOI) grants-in-aid programs. Projects that propose the use of land from a property or site purchased or improved with funds under the LWCF Act, the Federal Aid in Sport Fish Restoration Act (Dingell-Johnson Act), the Federal Aid in Wildlife Restoration Act (Pittman-Robertson Act), or other similar law, or lands otherwise encumbered with a federal interest will require the LPA to coordinate with the appropriate federal agency regarding the agency's position on the land conversion or transfer. Other federal requirements that may apply to the Section 4(f) land should be determined through consultation with the officials with jurisdiction or appropriate DOI or other federal official. These federal agencies may have regulatory or other requirements for converting land to a different use. These requirements are independent of a ''de minimis'' impact finding and must be satisfied. <br />
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The Urban Park and Recreation Recovery (UPARR) program has provided funds toward the renovation and rehabilitation of numerous urban parks and recreation facilities. Although the UPARR funds may have been used in only a portion of a site or facility or were only a small percentage of the funds needed to renovate or rehabilitate a property, no property improved or developed with UPARR assistance can be converted to other than public recreation uses without the advance approval of the National Park Service. To be approved, a formal request for the conversion must be made by the grant recipient (urban city or county). The request must document that all alternatives to the conversion have been evaluated and rejected on a sound basis, required replacement land being offered as a substitute is of reasonably equivalent location and recreational usefulness, and the property for substitution meets the eligibility requirements for UPARR assistance.<br />
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Conversions of land funded by any of the aforementioned grant programs are tightly restricted by terms of the grant agreement and generally require lengthy coordination to meet the requirements for conversion. <br />
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==136.6.4.3 Section 404 Permits for Wetlands and Streams==<br />
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Projects that involve stream crossing(s) and/or impacts to wetlands under the jurisdiction of the U.S. Army Corps of Engineers (COE) require a Section 404 Permit or written confirmation that impacts will not trigger submittal of a Section 404 permit application. A Section 404 permit may be required for fill in any water body (waters of the U.S.)—lakes, ponds, streams, rivers, and wetlands. The COE will make a final determination as to the extent of its jurisdiction and the appropriate permit(s) for all regulated activities. If the proposed action impacts a wetland, a determination must be made that there is no practicable alternative to the wetland impact or floodplain encroachment.<br />
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The following information is required to satisfy NEPA reporting requirements as they pertain to impacts related to Section 404:<br />
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:1. A description of impacts to all streams, wetlands, and other water bodies.<br />
:2. All coordination efforts with regulatory and resource agencies to avoid, minimize, and mitigate for impacts.<br />
:3. Impacts of alternatives to the proposed action.<br />
:4. Commitments and other mitigation measures for the project.<br />
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Stream and/or wetland impacts exceeding 0.5 acre or channelization beyond the minimum necessary to construct or protect the linear transportation project may require an individual permit. If the COE issues an individual Section 404 permit for project activities, the LPA must obtain an individual Section 401 Water Quality Certification from the Department of Natural Resources (DNR). For a nationwide permit (NWP), the LPA is obligated to follow the conditions specific to the appropriate NWP within DNR’s conditional 401 certifications. Most NWPs will not require an individual request for DNR’s Section 401 Water Quality Certification, because the agency has granted conditional certification for the majority of commonly used NWPs. The LPA must include the appropriate 401 certification conditions for their respective NWP(s) in the construction contract (see Item no. 3, below, for link to conditions). <br />
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The LPA should send duplicate permit applications concurrently to the COE and DNR for individual Section 404 permits/401 certifications. The COE application must be accompanied by copies of applicable permits, concurrence/clearance letters, or correspondence from resource agencies (particularly U.S. Fish & Wildlife Service for federally listed threatened or endangered species concerns under Section 7 Endangered Species Act (ESA) and the Missouri Department of Natural Resources’ State Historic Preservation Office (SHPO) for Section 106 compliance) verifying any regulatory requirements for the project. '''Section 404 permit issuance is dependent upon demonstrating compliance with other agencies’ regulatory requirements.''' This applies to both individual permits and NWPs requiring pre-construction notification. Therefore, Section 7 ESA consultation with the USFWS and Section 106 consultation with the SHPO must be complete before the COE will issue a permit or verify NWP coverage (please see EPG 136.6.4.1 and EPG 136.6.4.5 for detailed information on MoDOT’s role in ensuring ESA and Section 106 compliance on behalf of FHWA). Once the COE is ready to issue the individual permit, it will request 401 certification issuance from DNR. The LPA must include in the construction contract both the 404 and 401 permits and the conditions covered therein. A [https://www.usace.army.mil/Missions/Civil-Works/Regulatory-Program-and-Permits/Obtain-a-Permit/ 404 permit application form] is available. <br />
<div id="On linear transportation projects"></div><br />
On linear transportation projects where permanent fills impacting waters of the U.S. (not including wetlands) do not exceed 0.1 acre, there is no legal obligation to submit an application to the COE, unless one of the pre-construction notification requirements applies (see NWP descriptions and notification requirements, pages 1983-1998 of the [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Federal Register]). If a project meets the “no pre-construction notification” condition, the LPA must provide a written statement to MoDOT verifying that permanent project impacts will not exceed 0.1 acre and upload that determination to the RER as documentation of such. If either temporary or permanent impacts to wetlands will result from project construction, then a permit submittal is required. <br />
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For impacts that exceed the nationwide permit pre-construction notification thresholds, the LPA must obtain a permit from the COE and provide it to MoDOT. In either the no pre-construction notification or the permit application submittal scenario, if NWP(s) apply, then the LPA is required to abide by all of the following conditions and include them in all contract proposals to validate the NWP(s): <br />
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1. The 32 Nationwide Permit General Conditions. The [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf 2017 Nationwide Permit Conditions] define the general conditions on pages 1998-2004 (under ''C. Nationwide Permit General Conditions'').<br />
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2. The Regional Special Conditions for NWPs. The Nationwide Permit (NWP) [http://www.mvs.usace.army.mil/Portals/54/docs/regulatory/permits/2017NWP_MORegCon.pdf Regional Conditions] are available. <br />
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3. The State of Missouri Section 401 Water Quality Certification General & Specific Conditions. The [https://dnr.mo.gov/water/business-industry-other-entities/permits-certification-engineering-fees/section-401-water-quality State of Missouri 401 Water Quality Certification] conditions for Nationwide Permits are available.<br />
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==136.6.4.4 Channel Modification==<br />
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Channel changes alter the conditions of the natural waterway and may increase velocity of the flowing water, sometimes enough to damage the highway embankment near the stream or cause excessive scour around footings of structures. Because channel modifications may result in such outcomes, alterations should be avoided to the fullest extent practical. Where channel alterations are unavoidable, the environmental, hydraulic, legal, and geomorphic aspects involved must be evaluated. The effect on peak flow downstream and the affected flow area should be determined. Relative to Section 404 permitting, any channelization should be kept to an absolute minimum and should only be undertaken to facilitate or protect a construction project. The LPA must include justification for any channel changes in the Section 404 permit application. <br />
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1. The new channel should duplicate the existing stream and floodplain characteristics as nearly as possible, including stream width, depth, slope, flow regime, sinuosity, bank cover, side slopes, and flow and velocity distribution. <br />
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2. Channel modification may be constructed if the average channel velocity would not be increased beyond the scour velocity of the predominant soil type at the project site. <br />
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3. The COE will require individual permit authorization for projects with channel modification beyond the minimum needed to construct or protect the linear transportation project. Such modifications must be in the immediate vicinity of the project and the LPA will be required to do stream mitigation to compensate for the channel loss. This can drastically add to the cost of a project; it may require a monetary contribution to an approved stream mitigation bank/in lieu fee program or the acquisition/restoration and/or, in very limited circumstances, protection of a previously impacted stream resource. <br />
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==136.6.4.5 Threatened and Endangered Species and Migratory Birds==<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="460px" align="right" <br />
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|'''Threatened and Endangered Species Program Guidance Videos'''<br />
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|[https://youtu.be/Kg3bqv3meJk Chap. 1, Overview and Background Information]<br />
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|[https://youtu.be/jGbwlNbP5-k Chap. 2, Common Field Assessments: Bats and Birds]<br />
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|[https://youtu.be/ZRtRSpUHNTc MDC Tutorial: Natural Heritage Review]<br />
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|'''Threatened and Endangered Species Assessments'''<br />
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|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]<br />
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|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]<br />
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Threatened and endangered (T&E) species considerations for FHWA funded projects include potential impacts to rare plants, animals, critical habitat, and natural communities (e.g., caves, prairies, karst). FHWA must document compliance with federal and state laws governing potential impacts to listed species. Project sponsors receiving federal aid are required to thoroughly investigate any impacts their projects might have on federally listed T&E species and any federally designated critical habitats. <br />
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The state of Missouri also tracks the status of over 1,100 plant and animal species that are considered rare in the state. Of these, 70 are listed as state endangered (current as of the 2019 Missouri Species and Communities of Conservation Concern publication). The state Endangered Species Law and the Missouri Wildlife Code protect state listed species. All FHWA funded projects in Missouri must also address potential impacts to state listed species. <br />
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===136.6.4.5.1 Laws and Regulations===<br />
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* The [http://www.fws.gov/endangered/laws-policies/index.html Endangered Species Act of 1973] (ESA) requires FHWA to consult with the U.S. Fish and Wildlife Service (FWS) regarding their projects and measures that can be implemented to minimize or eliminate project impacts to federally protected species and critical habitats. FHWA has designated MoDOT as the only non-federal agency that can conduct ESA Section 7 consultation on their behalf. Project sponsors must provide MoDOT with all the necessary information to document effect determinations for all federally protected species that could occur in the project area. If necessary, MoDOT will complete Section 7 consultation directly with FWS for all projects which May Affect (positively or negatively) federally listed species.<br />
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* The National Environmental Policy Act ([https://www.environment.fhwa.dot.gov/projdev/index.asp NEPA]) of 1969 (as amended) requires consideration of the physical environment for any project that uses federal funding or requires federal permits. <br />
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* The Missouri Revised Statute, Title XXXVIII, Chapter 569 (formerly CH 578, Missouri Cave Resources Act), defines prohibited actions for caves regarding trespass, vandalism, contamination, and destruction. <br />
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* The Missouri Revised Statute, Title XVI, Chapter 252, which defines the Missouri Endangered Species Law, and the Missouri Code of State Regulations, Title 3, Division 10, Chapter 4 (Wildlife Code: General Provisions) extend special protections to species that are listed as endangered in the state. The Missouri Department of Conservation (MDC) administers the Wildlife Code which pertains to permissible and prohibited actions for Missouri fish, wildlife, and plants. MDC also tracks locations of federally protected and state endangered species and species and communities of conservation concern in Missouri.<br />
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===136.6.4.5.2 Process===<br />
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The ESA requires federal agencies to evaluate every project and determine whether it could have a negative impact on any federally listed T&E species or their critical habitat. Sponsors must provide this evaluation to MoDOT for their federally funded projects and give sufficient data to justify their impact assessment for each species that could occur in the project area. T&E information should be made available to MoDOT Design Environmental Section at least 6 months ahead of Plan Submittal and Estimates (PS&E) date. Please refer to the [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]] for examples of how to assess species impacts from your federally funded project. <br />
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|'''Additional Info'''<br />
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|[[media:136.6.4.5.2.pdf|FHWA Feb 2015 non-fed designation letter]]<br />
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Under the ESA, no action can be taken that will jeopardize the continued existence of any federally listed threatened or endangered species or result in the destruction or adverse modification of critical habitat for such species. If an action May Affect a federally listed species or critical habitat, FHWA and MoDOT must consult with the FWS to determine how to eliminate or minimize those impacts. <br />
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====136.6.4.5.2.1 Sponsor Responsibilities====<br />
The sponsor must submit via the Request for Environmental Review (RER) database the completed T&E assessment package in timely manner to allow a reasonable amount of time to obtain clearance for T&E requirements and consultation, which in some case could take up to 6-8 months. Please refer to [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]], to find the appropriate information to be submitted. NOTE: Threatened and Endangered Species clearance is now required by Missouri FHWA prior receiving NEPA classification approval. (See [[LPA:136.8 Local Public Agency Land Acquisition|EPG 136.8 Local Public Agency Land Acquisition]]). <br />
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[[image:127.7.2.jpg|center|800px|thumb|<center>'''Missouri is home to 14 species of bats. Three of these species are federally protected and call Missouri caves and forests home. Occasionally, they also call our infrastructure “home”, at least temporarily. Bats can form colonies on or in bridges or use them as temporary day or night roosts, sleeping during the day, or stopping over at bridges to rest at night while feeding. Only one of these photos shows bats in a “natural” habitat; the top left photo is of Indiana bats clustering in a cave, which would be during winter hibernation. The rest are all photos of bats, even federally protected species, taking advantage of the cracks and crevices in our bridge structures. Take care to check bridges for signs of bat use prior to bridge rehabilitation or replacement projects. If you do ever see bats utilizing bridges, please do not disturb them and report the occurrence to the Environmental Staff at MoDOT. </center>''']]<br />
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It is up to the sponsor to produce a written evaluation of their project's impacts on each listed species. The sponsor must demonstrate a basic understanding of the habitat requirements for each species from the FWS official project species list and assess if the same habitat exists in the project area. MoDOT has provided example habitat descriptions for the sponsor to use in evaluating project impacts ([[media:Fig. 136.6.19.pdf|Fig 136.6.19]]). If there is suitable habitat in the project limits, then the project May Affect listed species. The sponsor or their consultant should submit the full project limits, easements, right-of-way, utilities, staging, storage, temporary crossing, and access and ground disturbance information along with aerial photos, plans (if available) and diagrams of the full project impacts. <br />
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<center><br />
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|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''<br />
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|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].<br />
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|[[image:136.6.18photo.jpg|center|720px]]<br />
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The sponsor may be asked to provide additional detailed information about the project which may include contracting for additional species and habitat surveys. The sponsor and/or the consultant may need to work with MoDOT environmental staff to determine measures that could be implemented to minimize the project’s impacts on T&E species. It is important that the sponsor, and not just the consultant, be involved in this process to ensure that suggested changes to the project are feasible and will be implemented. Any measures to minimize or eliminate impacts to T&E species must become contract commitments (i.e., job special provisions, design modifications, plan notes, etc.).<br />
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====136.6.4.5.2.2 Environmental Section Responsibilities====<br />
Upon receiving a completed T&E submittal from the LPA sponsor or their consultant (refer to steps in the [[media:Fig._136.6.18_Edited_08.03.2022.pdf|T&E Checklist]]), MoDOT environmental staff will review the project details and impact evaluations from the sponsor and provide a written determination of effect for all listed species. This documentation may be in agreement with or in addition to the sponsor’s evaluation. Official effect determinations must be documented in the permanent NEPA record. MoDOT environmental staff will also specify what actions need to occur to address any environmental issues and who needs to perform those actions (the sponsor or MoDOT). MoDOT will handle all coordination with the FWS to obtain any necessary clearances. <br />
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If the sponsor determines and MoDOT agrees that there will be No Effect on listed species or their suitable habitat, then the ESA requires no further coordination at that time. In the RER, MoDOT will document that the project is clear of any T&E species constraints. If any measures or modifications are necessary to achieve a No Effect determination, these will become commitments during the NEPA decision making process and require follow-through for compliance.<br />
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If it is determined that a federally listed T&E species, suitable habitat, critical habitat, or other federally protected resource is present or is likely to occur within the project limits and the action may affect a listed species or federally designated critical habitat, FHWA and MoDOT are required to complete ESA consultation with the FWS. The ESA describes two types of consultation, formal and informal. Formal consultation is required when there will be an Adverse Effect on a listed species or Adverse Modification of federally designated critical its habitat. It is rarely necessary, and therefore it is not covered in detail here. Should formal consultation become necessary, FHWA, MoDOT, and the sponsor would work through the process together. <br />
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=====136.6.4.5.2.2.1 Informal Consultation=====<br />
Informal consultation is conducted when a T&E species, suitable habitat, or critical habitat is present or likely to occur in the proposed project area and MoDOT on behalf of FHWA has determined that the project “may affect, but is not likely to adversely affect” (NLAA) the species. Informal consultation can only be completed if FHWA and MoDOT can provide data to show that they have removed all potential for the project to have an adverse effect on the species or its critical habitat. As the designated non-federal representative of FHWA, MoDOT environmental staff submits project details, species assessments, and effect determinations to FWS justifying that the project is not likely to adversely affect the species and request written concurrence. The justification for this submittal is taken from the sponsor’s evaluation of the project impacts. It may be necessary for the sponsor to conduct additional surveys, commit to seasonal restrictions, or modify the design of the project to avoid or minimize impacts to listed species. Commitments made during consultation must be followed to be in compliance with federal laws. All T&E commitments must be included in the NEPA documentation and attached to the RER. Once the documentation is submitted to the FWS, they usually respond within 30 days. If they concur with the NLAA determination, and the sponsor has committed to conservation measures which will be implemented for the project, then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance. If FWS does not concur with that determination, then either additional clarification and protection measures may be needed or formal consultation is necessary. <u>Informal consultation with the FWS should begin three to six months prior to Plans, Specs, and Estimates (PS&E) to allow time to complete the process and avoid project delays.</u> <br />
<br />
=====136.6.4.5.2.2.2 Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat Only=====<br />
Your project may qualify for consultation under a programmatic agreement for summer bat habitat impacts if certain conditions can be met. The FWS and FHWA entered into an agreement for streamlining consultation for projects that are NLAA Indiana and northern long-eared bats. [http://www.fws.gov/midwest/endangered/section7/fhwa/index.html More information about this programmatic consultation agreement] is available.<br />
<br />
Generally, if suitable summer bat habitat is present in the project limits, trees to be removed for the project are entirely within 100 ft. of the existing road, and the sponsor commits to seasonal tree clearing (i.e. clearing suitable bat habitat only between November 1 and March 31) then the project likely qualifies for programmatic consultation. The justification for this assessment is taken from the sponsor’s evaluation of the project impacts. It will be necessary for the sponsor to commit to seasonal tree clearing restrictions. MODOT environmental staff will submit documentation to FWS describing project details and verifying the project meets the programmatic consultation criteria. Once submitted to the FWS, they have 14 days to ask for additional information. If there is no comment during that time, the project has automatic concurrence for Indiana and northern long-eared bat impacts. <u>If “No Effect” determinations are made for all other species,</u> then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance.<br />
<br />
===136.6.4.5.3 Migratory Birds===<br />
<br />
Sponsors could encounter the nests of bird species protected by the [https://www.fws.gov/laws/lawsdigest/migtrea.html Migratory Bird Treaty Act of 1918] (MBTA) while conducting bridge repairs and replacements. Several bird species protected by the Act commonly construct their nests on the underside of bridge decks and on the substructure. These most often include cliff swallows, barn swallows, Eastern phoebes, and American robins. Cliff swallows build their gourd-shaped mud nests in colonies, sometimes containing hundreds of nests. Often, these nests are found on bridges over water but they can also occur on bridges over major highways and railroads, particularly if the bridge is in a floodplain or near permanent water. Barn swallows also build mud nests, but they are cup-shaped and not enclosed like cliff swallows. They will also nest in colonies, but usually these are much smaller than those of cliff swallows. <br />
<br />
[[image:136.6.4.5.3.jpg|center|700px|thumb|<center>'''Cliff swallows under a concrete bridge over a stream. This species generally nests in colonies of several birds, building their own nests in a matter of days from mud pellets. Once eggs are laid in a nest, it would be a violation of the Migratory Bird Treaty Act to destroy the nest and its eggs, young birds, or adults without a permit. The general breeding dates for this species in Missouri is April 1 through July 31, however, they could nest before and after those dates. Cliff swallows can brood multiple clutches (groups of eggs) during a single breeding season.'''</center>]]<br />
<br />
Eastern phoebe and American robin nests are frequently found on smaller bridges over small rivers. Usually they are on the top of substructure steel components and near the abutments. They are not colony nesters but sometimes 3 or 4 nests can be found on a single bridge. Other MBTA-protected species can also be found nesting on bridges, but they are not common. Several bird species that are not protected by the MBTA are often seen nesting on bridges. These include pigeons (rock doves), European starlings, and house sparrows. These species are all non-native introductions to the US and therefore, they are not protected by the MBTA.<br />
<br />
====136.6.4.5.3.1 Laws and Regulations====<br />
The Migratory Bird Treaty Act of 1918 makes it illegal for anyone to take, possess, import, export, transport, sell, purchase, barter, or offer for sale, purchase or barter any migratory bird, or the parts, nests or eggs of such a bird except under the terms of a valid permit issued pursuant to Federal regulations. The migratory bird species protected by the act are listed in [https://www.fws.gov/migratorybirds/pdf/policies-and-regulations/MBTAListofBirdsFinalRule.pdf 50 CFR 10.13]. "Take" refers to killing adults, eggs or young of the bird species protected by the act. <br />
<br />
====136.6.4.5.3.2 Process====<br />
All projects that involve impacts to the underside of bridge decks, the substructure, or concrete box culverts should be checked for the presence of nesting birds. For LPA projects, the project sponsor or their consultant is expected to perform the inspection and report it on the Request for Environmental Review (RER) and [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]. <br />
<br />
Inspections should take place within a year of the anticipated letting date. The checklist notes additional requirements for documenting bridge inspections. If no nests are noted, the project will be cleared and nothing further is required. If nests are noted, a Job Special Provision will need to be placed in the contract that provides guidance on how to avoid violating the MBTA. Often, removal of the old, inactive nests (those without eggs or young) before the project starts, and maintenance of the bridge in a nest-free condition until construction, is necessary. Nest removal should be done in the non-breeding season. Generally speaking, the assumed active breeding season for the majority of the birds that would use bridge and culvert structures as habitat is between April 1 and July 31. However, these are just general dates and no active bird nests should be disturbed without a permit, even outside of these dates.<br />
<br />
[[image:136.6.4.5.3.2.jpg|center|475px]]<br />
<br />
=====136.6.4.5.3.2.1 Sponsor Responsibilities=====<br />
The Sponsor is responsible for reporting any nests known to be present on the structure when submitting the RER and on the LPA Environmental T&E Checklist (see excerpt below). If nests are present, a JSP for avoidance will be used and must be followed. <br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center" <br />
|-<br />
|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''<br />
|-<br />
|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].<br />
|-<br />
|[[image:136.6.4.5.3.2.1.jpg|center|720px]]<br />
|}<br />
<br />
=====136.6.4.5.3.2.2 Environmental Section Responsibilities=====<br />
<br />
During RER reviews, the MoDOT Environmental Specialist will review the project description, plans, photos, and written assessments and determine if the project has the potential to harm protected species. MoDOT will confirm with the sponsor the JSP will be used prior to clearing the Migratory Bird review on the RER. If a project is already under construction, and nests are noted on the bridge, MoDOT will assist in determining if the nests are active, if they belong to an MBTA-protected species, and to provide the sponsor with options to avoid violations of the MBTA.<br />
<br />
==136.6.4.6 Base Floodplain and Regulatory Floodway==<br />
<br />
Floodplains provide a number of important functions in the natural environment—creating wildlife habitat, providing temporary storage of floodwater, preventing heavy erosion caused by fast-moving water, recharging and protecting groundwater, providing a vegetative buffer to filter contaminants, and accommodating the natural movement of streams. Executive Order 11988—Floodplain Management, Federal Highway Administration (FHWA) policy and procedures in 23 CFR 650, and other federal floodplain management guidelines direct agencies to evaluate floodplain impacts for proposed actions. <br />
<br />
Floodplains can be described by the frequency of flooding that occurs. With Executive Order 11988, the base, or one percent annual chance, flood was formally adopted as a standard for use by all federal agencies. The base flood is the flood that has a one percent chance of being equaled or exceeded each year. Thus, the base flood can occur more than once in a relatively short period of time. The base flood is commonly labeled the “one percent flood” and often inappropriately referred to as the “100-year” flood. Larger floods may, and often have, occurred but the one percent flood is the generally accepted regulatory standard.<br />
<br />
The National Flood Insurance Program (NFIP) uses the base flood as the standard for floodplain management and to determine the need for flood insurance. When available, NFIP flood hazard boundary maps and flood insurance studies for the project area are used to determine the limits of the base (1%) floodplain and the extent of encroachment (an action within the limits of the base floodplain). The base floodplain is the area of one percent flood hazard within a county or community—that is, the area in which the flood has a one percent chance of being equaled or exceeded in any given year. <br />
<br />
The regulatory floodway is the area of a stream or river channel plus any adjacent floodplain areas that must be kept open to convey floodwaters from the base flood without increasing the height of the flood more than a certain amount. Federal Emergency Management Agency (FEMA) restrictions do not allow projects to cause any rise in the regulatory floodway and no more than a one-foot cumulative rise may result from all projects in the base (1%) floodplain. [[media:136.6.10.doc|Fig. 136.6.10]] illustrates the various elements of a typical floodplain.<br />
<br />
The LPA provides information on the LPA Request for Environmental Review (RER) form regarding community participation in the NFIP and whether the project is located in a Special Flood Hazard Area (SFHA). The SFHA is the land area covered by the floodwaters of the base flood on NFIP maps and where the NFIP's floodplain management regulations must be enforced. A current list of communities for which FEMA Flood Insurance Studies have been performed is available in the [http://www.fema.gov/national-flood-insurance-program/national-flood-insurance-program-community-status-book National Flood Insurance Program Community Status Book]. [http://www.fema.gov/cis/MO.pdf Missouri-only data] is also available. If the project is located in a community or county that has not been mapped, the LPA notes this. If the community has been mapped, the LPA identifies whether the project is located in the 100-year floodplain and/or regulatory floodway.<br />
<br />
The MoDOT district contact will inform the LPA of the need to obtain a floodplain development permit ([http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11 LPA Floodplain Development Permit Application]) from the local floodplain administrator or whether, for projects proposed within regulatory floodways, the LPA must obtain a “no-rise” certificate before a Floodplain Development Permit is issued. To find contact information for your local floodplain administrator, use the menu or map feature under Local Floodplain Administrator on the [http://www.sema.dps.mo.gov/programs/floodplain/ State Emergency Management Agency website]. [http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12] contains the Engineering "No-Rise" Certification form and [[media:136.6.13.doc|Fig. 136.6.13]] describes Procedures for “No-Rise” Certification for Proposed Development in the Regulatory Floodway. <br />
<br />
LPAs that participate in the NFIP must ensure that floodplain developments meet the NFIP regulations identified in [https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml Title 44, Code of Federal Regulations], Parts 59 through 78. (Parts 59 and 60 contain the most applicable information for a typical project.) The LPA, with assistance from the local floodplain administrator, is responsible for ensuring that FEMA NFIP requirements are met. The LPA is also responsible for obtaining all required certifications before construction begins. The LPA should note that if a project requires a Clean Water Act Section 404 permit, the floodplain development permit cannot be issued until the 404 permit is issued by the US Army Corps of Engineers ([https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml 44CFR60.3a]). Issuance of the 404 permit is also dependent on other applicable clearances such as Section 106 of the National Historic Preservation Act and Section 7 of the Endangered Species Act. Additionally, because the NFIP requirements may control the hydraulic design of the project, the LPA is advised to investigate this in the early stages of the project. <br />
<br />
For the convenience of LPAs and engineers, [http://msc.fema.gov/portal FEMA Flood Insurance Studies and flood maps] pertaining to a project site can be viewed by selecting “Flood Insurance, Flood Maps, and/or All Flood Information.” Hardcopies of the FEMA Flood Insurance Studies and Flood Maps can also be ordered through the same site.<br />
<br />
==136.6.4.7 State Emergency Management Agency (SEMA)/Federal Emergency Management Agency (FEMA) Buyout Lands==<br />
<br />
The Flood Disaster Protection Act of 1988 (The Stafford Act), under Section 404, identified the use of disaster relief funds for the Hazard Mitigation Grant Program (HMGP), including the acquisition and relocation of flood-damaged property. The Volkmer Bill further expanded the use of HMGP funds under Section 404 to “buy out” flood-damaged property that had been affected by the Great Flood of 1993. <br />
<br />
These FEMA buyout properties have numerous restrictions. No structures or improvements may be erected on these properties unless the improvements are open on all sides. The site can be used only for open space purposes and must remain in public ownership. These conditions and restrictions (among others), along with the right to enforce same, are deemed to be covenants running with the land in perpetuity and are binding on subsequent successors, grantees, or assigns. Any project decision involving a FEMA buyout property should consider that it may take two to three years to obtain an exemption from FEMA to use this parcel, and if allowed, the exemption would likely be a permanent easement rather than a transfer of property. <br />
<br />
==136.6.4.8 Stormwater and Erosion Control==<br />
<br />
Provisions of the federal Clean Water Act (CWA) and related state rules and regulations require stormwater permits for construction activities that disturb areas of one acre or more. Prior to initiation of any federal-aid project, the LPA needs to determine the acreage that will be disturbed. If less than one acre is disturbed, the LPA is exempt from the requirements of the CWA National Pollutant Discharge Elimination System (NPDES) program permits and DNR permit applications. However, there may be other state or local ordinances that must be addressed and the LPA should inquire whether there are local rules and regulations that govern clean water guidelines. Even if a NPDES permit is not required and there are no local clean water guidelines, the LPA must still develop and adhere to a site specific erosion control plan for ANY ground disturbance. If more than one acre is planned to be disturbed, documentation shall be provided in the NEPA document for the project and a commitment to obtain and comply with pertinent NPDES permits shall be listed in the NEPA commitments.<br />
<br />
'''Permit for Land Disturbance'''<br />
<br />
Missouri Department of Natural Resources (DNR) is Missouri’s regulating agency for environmental compliance. DNR issues land disturbance permits for projects one acre and greater to ensure compliance with the CWA and Missouri’s Clean Water Law. LPA’s will be required to obtain a land disturbance permit from DNR for any applicable project, unless a general operating permit exists for the entity. A few cities (Kansas City, Columbia, and others) and counties have obtained their own land disturbance permits from DNR for generic land disturbance purposes. In these areas, the LPA (city or county government) has its own restrictions and erosion control guidelines to meet the intent of its program. If one acre or more will be disturbed, the LPA should determine whether its city or county is operating under a DNR-approved program. If so, the local government jurisdiction will impose appropriate erosion controls. <br />
<br />
When a project will disturb one acre or more and the city or county does not have a DNR-approved stormwater program, the LPA must obtain a permit from DNR and provide documentation that this commitment was completed. The LPA must develop a Stormwater Pollution Prevention Plan (SWPPP) for the project and a site-specific erosion control plan. [http://cfpub.epa.gov/npdes/stormwater/swppp.cfm Some example SWPPPs] are available. The LPA will need to contact the DNR NPDES Water Pollution Control Program office (573-751-1300 or 800-361-4827) for further directions. The LPA is responsible for providing a temporary erosion control plan to be included with the final plan submittal if any amount of acreage is to be disturbed. The plans will detail the types of temporary erosion and sediment control best management practices (BMPs) to be used and where the items will be installed. Further information on design criteria can be found in [[:Category:806 Pollution, Erosion and Sediment Control|EPG 806 Pollution, Erosion and Sediment Control]].<br />
<br />
For information on temporary stream crossing pipes and construction, see [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8 Storm Water Pollution Prevention Plan (SWPPP)]].<br />
<br />
'''Individual State Operating Permit for TS4'''<br />
<br />
MoDOT has an individual permit (from MDNR) that applies to stormwater (TS4 Permit MO-0137910). If you are inside the limits of a regulated MS4 area, you must adhere to the MS4 requirements as defined in the respective MS4 permit specific to that municipality. Additionally, if you are discharging to a watershed subject to an approved and effective Total Maximum Daily Load (TMDL) that MoDOT is assigned a Waste Load Allocation (WLA) or discharging to an Outstanding National or State Resource Water, directly or through MoDOT’s drainage system (e.g., ditches and stormwater conveyance systems), runoff must be treated for water quality and/or quantity before entering MoDOT’s drainage system. If the project’s land disturbance is 1 acre or more and entirely on MoDOT right of way, you must comply with [[127.29 Stormwater|MoDOT’s TS4 permit]].<br />
<br />
==136.6.4.9 Borrow Sites and Other Land Disturbance Activities Outside Right of Way==<br />
<br />
Borrow/spoil sites, staging areas, haul roads, and/or burn pits may be located outside the project footprint and therefore were not previously addressed by the NEPA document and other environmental approvals for the project. The LPA is responsible for ensuring that the contractor obtains all necessary environmental clearances for borrow sites and other land disturbance areas—including off-site locations used to deposit excess material or for haul roads. To eliminate possible delays, the LPA should specify in the engineering services contract that a proposed borrow site be investigated. The LPA will provide clearance documentation to the MoDOT district contact. Procedures for environmental clearance of borrow sites and other land disturbance activities outside right of way is available at [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].” This information is also available through the MoDOT district contact. <br />
<br />
The requirements of [[#136.6.4.1 Section 106 (Cultural Resource) Compliance |Section 106 of the National Historic Preservation Act]] apply to all areas of land disturbance. The LPA must complete the [http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office's Section 106 Project Information Form] and submit it to DNR. The LPA will provide written certification to the MoDOT district contact that the proposed site of land disturbance has been cleared of environmental concerns under all applicable federal and state laws and regulations. These include but are not limited to the Clean Water Act; Section 4(f) of the Department of Transportation Act; the Endangered Species Act; the National Historic Preservation Act; the Farmland Protection Act; Resource Conservation and Recovery Act; Comprehensive Environmental Response, Compensation, and Liability Act; and RSMo Chapter 194, Section 194.400, Unmarked Human Burial Sites. Certification must include all clearance letters and other evidence of coordination with the appropriate regulatory agencies.<br />
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==136.6.4.10 Hazardous Waste==<br />
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A number of laws and regulations deal with hazardous waste and both underground and aboveground storage tanks. Properties containing hazardous and non-hazardous solid wastes are frequently encountered in new right-of-way acquisitions. Some properties with extensive contamination and legal liabilities may warrant avoidance. For most sites, however, early identification and planning will allow selection of feasible alternatives with incidental costs. In addressing hazardous and solid wastes, the goals are to avoid unacceptable cleanup cost and legal liability and comply with federal and state laws and regulations regarding cleanup. The most common type of hazardous waste site encountered is a petroleum underground storage tank (UST) site. LPAs shall evaluate proposed corridors for hazardous and solid waste sites by conducting a thorough database search and a field check (if necessary). Possible sources include: <br />
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:* [http://cfpub.epa.gov/supercpad/cursites/srchsites.cfm Federal Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS)]<br />
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:* [http://www.dnr.mo.gov/env/hwp/registry-log.pdf DNR Confirmed Abandoned or Uncontrolled Hazardous Waste Disposal Sites in Missouri]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Generators List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Treatment, Storage, and Disposal Facilities List], select Missouri Commercial Hazardous Waste Facilities, List--PUB968 <br />
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:* [http://www.dnr.mo.gov/env/swmp/facilities/sanlist.htm DNR Solid Waste Facilities List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Registered Underground Petroleum Storage Tank List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Leaking Underground Storage Tank List]<br />
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:* [http://www.pstif.org/ Petroleum Storage Tank Insurance Fund], select Tank Sites tab<br />
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:* [http://www.nrc.uscg.mil/nrchp.html National Response Center Hotline], select Services, then query/download and select Standard Reports to run query <br />
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:* [http://www.epa.gov/enviro/ EPA Envirofacts], under Other Sites of Interest select Enviromapper<br />
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:* Other lists as appropriate. <br />
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Coordination with the Environmental Protection Agency (EPA) and DNR will help to determine liability, regulatory requirements, and potential cleanup costs. The potential to encounter unknown wastes from sites not identified through database and/or site reviews by the LPA should always be a consideration. Any unknown sites that are found during project construction shall be handled in accordance with federal and state laws and regulations. Any agency coordination, known hazardous waste site boundaries, and any measures taken to avoid, minimize or mitigate impacts to those areas must be included in the NEPA document. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate.<br />
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===136.6.4.10.1 Renovation and Demolition of Structures===<br />
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All structures, including bridges, that will be renovated or demolished must be inspected for asbestos. The reports from these hazardous waste inspections MUST be included in the bid proposal. Demolition or renovation is a three-step process under the asbestos regulations. All structures that meet the criteria as described above must be inspected by an Asbestos Building Inspector. Following the inspection, regardless of whether asbestos is present or not, an Asbestos Demolition Notification shall be made to DNR no fewer than 10 working days prior to beginning the project. If regulated amounts of asbestos are present, an Asbestos Project Notification must also be submitted and an Asbestos Post-Notification must be filed after the work is completed. If abatement is necessary, a certified Contractor Supervisor must be present and a licensed asbestos abatement contractor must do the abatement. Useful links for information on asbestos regulations include:<br />
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:* The [http://www.dnr.mo.gov/env/apcp/asbestos.htm main Asbestos Information page] <br />
:* [http://www.dnr.mo.gov/pubs/pub2157.pdf Asbestos Requirements for Demolition and Renovation Projects tech bulletin]<br />
:* [http://www.dnr.mo.gov/forms/780-1226-f.pdf Asbestos Project Notification]<br />
:* [http://www.dnr.mo.gov/forms/780-1923-f.pdf Asbestos Demolition Notification]<br />
:* [http://www.dnr.mo.gov/forms/780-1225-f.pdf Asbestos Post-Notification]<br />
:* [http://www.dnr.mo.gov/ MO DNR] contact: Senora Cressman, Environmental Specialist, office (573) 522-9936, cell (636) 432-8083, fax (573) 751-2706. <br />
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===136.6.4.10.2 Painting Bridges and Demolition of Painted Structures===<br />
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Painted surfaces of bridges and structures often contain heavy metals such as lead, chromium or barium that are regulated as hazardous waste under federal and state law. MoDOT has entered into a Memorandum of Understanding (MOU) with the Department of Health and Senior Services (DHSS) that stipulates certain requirements for lead abatement contractors. The contractor requirements involve any testing or identifying of lead-based paint on the surface of structures, determining whether a painted structure is a lead-hazard because of deteriorated paint, and performance of lead abatement activities. Specific requirements for LPA projects include: <br />
<br />
:1) All contractors and subcontractors performing lead abatement activities must be licensed as Missouri lead abatement contractors. Additionally, employees of the contractors performing lead abatement activities are required to be licensed as Missouri lead abatement supervisor(s) and/or workers, <br />
:2) the project sponsor shall provide notification to DHSS through the submittal of a ''lead abatement project funding agency notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects, and <br />
:3) the contractor shall also provide notification to DHSS through the submittal of a ''lead abatement project notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects. <br />
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Both the [http://www.modot.mo.gov/business/contractor_resources/LeadPaintActivities.htm MOU and <u>contractor information for lead work activities</u>] are available. [http://www.health.mo.gov/safety/leadlicensing/ Application forms, licensing information and training schedules] are also available.<br />
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Painted structures shall be tested prior to painting and demolition to determine proper disposal for the waste generated during the project. The inspection reports MUST be included in the bid proposal. The test results for heavy metal analysis shall be included in the NEPA document, along with the identification of the need to handle and dispose of the material as a hazardous waste. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate. Note that the information provided herein is not inclusive and LPAs must follow all applicable federal and state laws for these activities.<br />
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'''Bridge Painting '''<br />
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Wash water and wipes used to clean bridge surfaces prior to painting must be collected and tested to determine whether they are regulated as hazardous waste. If it fails, it must be handled in accordance with federal and state law. Wash water that is not hazardous waste must still be collected and disposed at a Publicly Owned Treatment Works or a National Pollutant Discharge Elimination System (NPDES) permit must be obtained for discharge.<br />
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Blast residue must be collected and tested to determine whether it is regulated as a hazardous waste. Bridges with lead-, chromium-, or barium-based paint (or other regulated metals), must be handled as a hazardous waste and transported by a licensed hazardous waste transporter to a permitted Treatment Storage and Disposal (TSD) facility. Hazardous Waste Summary reports must be submitted to the Department of Natural Resources (DNR) for assessment of fees and taxes.<br />
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'''Painted Block and Brick in Structures to be Demolished '''<br />
<br />
When a building or structure (including bridges) that is to be demolished contains block and brick that is painted, the painted surfaces should be tested for regulated heavy-metal-based paint to determine whether the material can be used for clean fill. As previously described above in the first paragraph of EPG 136.6.4.10.2, for any lead testing activity the contractor must be licensed as a lead abatement contractor and the contractor must provide the proper notification(s) to DHSS. All other demolition debris must be disposed in a demolition landfill. If a demolition landfill is not available, a permitted solid waste landfill can accept it. The levels of certain metals that are acceptable for use as clean fill are listed in the [http://www.dnr.mo.gov/env/swmp/docs/cleanfill09.pdf DNR Tech Bulletin on Painted Block and Brick].<br />
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Also refer to ''Missouri Standard Specifications For Highway Construction'' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1081] on bridge painting and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 202] on demolition.<br />
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==136.6.4.11 Farmland Protection Policy Act==<br />
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The Farmland Protection Policy Act (FPPA) mandates that agencies identify and take into account the adverse effects of federal projects on farmland. The act requires all federally funded projects to be assessed for the potential conversion of farmland to non-farming purposes. LPAs shall assess the impact of their projects in cooperation with the local Natural Resources Conservation Service (NRCS) office. <br />
<br />
If the project requires no additional right of way, farmland assessment is not necessary. When additional right of way is needed, if it is located within city limits and the affected land is entirely developed for uses other than agriculture (e.g., within city limits), the LPA may document this in their files and no further action is required. If it is outside of established city limits, the LPA must complete a [[Media:127.11 Form AD 1006.DOC|Form AD-1006 Farmland Conversion Impact Rating]] (or for corridor type projects [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] and forward it along with the preliminary layouts to the NRCS for agency review. <br />
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Forms can also be obtained from the NRCS and may be reproduced. The LPA completes Parts I and III, showing the acreage of new right-of-way and borrow areas, and submits three copies to NRCS. The submittal should request NRCS to fill out Parts II, IV, and V. NRCS assistance in filling out Part VI can also be requested, if desired. The LPA shall also ask NRCS to advise whether any land considered to be farmland is subject to any state or local government policy or programs to protect farmland. <br />
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The LPA must complete the form after NCRS returns it. If the total rating exceeds 160 points, the FPPA mandates further consideration of protection. Using the bottom portion of Form AD-1006 labeled “Reason for Selection,” the LPA will document why this site was selected over the other alternative sites and submit one copy of the form along with the preliminary layout. This completes the processing. Under present directives, the LPA will have satisfied the requirements by considering the impact of converting any farmland to non-agricultural use and submitting the completed form. If the project is classified as other than a categorical exclusion, the completed form must be included in the EIS or EA. <br />
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==136.6.4.12 Community Impact Assessment (Social/Economic/Environmental Justice)==<br />
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[http://www.fhwa.dot.gov/environment/environmental_justice/overview/ Title VI of the Civil Rights Act of 1964 and Executive Order (EO) 12898 on Environmental Justice] apply to all programs and activities of federal-aid recipients, subrecipients, and contractors whether the programs and activities are federally funded or not. Environmental justice should be considered in all project development decisions regardless of the NEPA classification.<br />
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Compliance with Title VI and EO 12898 during the NEPA process includes fully identifying social, economic and environmental effects; considering alternatives; coordinating with agencies; involving the public; and utilizing a systematic interdisciplinary approach. Potential impacts to the human environment should drive the transportation decision-making process as much as potential impacts to the natural environment and comparable consideration is to be given to both impacts to the natural and human environment. The final decisions on any proposed project on any federal-aid system are to be made in the best overall public interest, taking into consideration the need for fast, safe and efficient transportation, public services, and the costs of eliminating or minimizing possible adverse economic, social, and environmental effects. Compliance with EO 13166 on Limited English Proficiency should also be considered. <br />
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Community impact assessment is key to avoiding the potential for discrimination or disproportionately high and adverse impacts. The LPA will provide a brief description of impacts, if any, to minorities, low-income populations, Limited English Proficiency (LEP) populations, and the community in general. The LPA must document, in the Community Impact Determination form, that a community impact assessment was done or that the project falls under the Programmatic Finding on Community Impacts, Environmental Justice, and Title VI Compliance. Most projects will be small and will have minimal to no impacts. If there are any commercial or residential displacements, the following text must be included in the NEPA documentation:<br />
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:The acquisition and relocation of affected residential and commercial properties will be conducted in accordance with the relocation procedures established in the Uniform Relocation Assistance and Real Property Acquisition Policies Act (referred to as the Uniform Act) of 1970, as amended. The Uniform Act and Missouri state laws require that just compensation be paid to the owner(s) of private property taken for public use. The Uniform Act is carried out without discrimination and in compliance with Title VI (the Civil Rights Act of 1964), the President’s Executive Order on Environmental Justice, and the Americans with Disabilities Act. <br />
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The LPA must provide relocation services to all impacted households without discrimination under guidance of the Uniform Act. Additional information concerning [http://www.fhwa.dot.gov/environment/environmental_justice/ej_at_dot/ environmental justice] and [http://www.fhwa.dot.gov/environment/community_impact_assessment/index.cfm community impact assessment] is available.<br />
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Guidelines regarding public involvement can be found in [[:Category:129 Public Involvement|EPG 129 Public Involvement]]. These guidelines are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. Public involvement efforts based on environmental document type can be found in [[:Category:129 Public Involvement#129.4 Public Involvement Based on Environmental Document Type|EPG 129.4 Public Involvement Based on Environmental Document Type]]. Documentation is key and all outreach must be documented in the project files and the Request for Environmental Review (RER).<br />
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==136.6.4.13 Noise Standards and Noise Abatement==<br />
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Federal legislation in 1970 authorized the use of federal-aid highway funds for measures to abate and control highway traffic noise. MoDOT has a federally approved [[127.13 Noise|traffic noise policy]] to define and conform to the requirements of [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=ae7cf57d9d28b534abe1c23c25349e64;rgn=div5;view=text;node=23%3A1.0.1.8.44;idno=23;cc=ecfr Article 772, Code of Federal Regulations (23 CFR 772)] and the noise-related requirements of NEPA. The guidelines in the MoDOT Noise Policy are used to determine the need, feasibility, and reasonableness of noise abatement measures and provide the basis for statewide uniformity in traffic noise analysis. The LPA must use MoDOT’s FHWA-approved noise policy. Refer to [[127.13 Noise|EPG 127.13 Noise]].<br />
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==136.6.4.14 Air Quality Requirements==<br />
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The Clean Air Act defines requirements for transportation project air quality analysis. In Missouri, requirements are met through conformity demonstrations with established emission budgets contained in the State Implementation Plan (SIP). This process involves projects meeting the definition of "regionally significant" as described in 23 CFR 450.104. At a minimum, this includes all principal arterial highways and all fixed guideway transit facilities that offer a significant alternative to regional highway travel and would normally be included in the modeling of a metropolitan area’s transportation network. Generally, LPA projects will not meet the definition of "regionally significant" and the appropriate response for TIP Number on the Request for Environmental Review (RER) form is “N.A.” In the event a local project is determined to be regionally significant, conformity will be demonstrated through an established process for inclusion in a metropolitan Transportation Improvement Program (TIP).<br />
<br />
=136.6.5 Environmental Assessment (EA)=<br />
<br />
An EA is prepared when there is uncertainty about the significance of the impacts from a project. FHWA generally expects an EA for two-lane relocation projects and often for add-a-lane projects on new right of way; other types of projects may also require an EA. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EA sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. An EA describes a project’s purpose and need, identifies the alternates that are being considered, and discusses the expected impacts. It should discuss all topics required by FHWA regulations and guidance but should discuss in detail only those where there is potential for a significant impact. The EA should be concise and should not contain long descriptions or include detailed information that may have been gathered or analyses that may have been conducted for the proposed action. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EA and the format. The LPA must contact the MoDOT district contact if a significant impact is identified at any time during the preparation of an EA. FHWA will determine whether an EIS needs to be prepared. <br />
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The LPA should begin consultation (through either early coordination or a scoping process) with interested regulatory agencies and others at the earliest appropriate time, to advise them of the scope of the project. This consultation will help determine those aspects of the proposed action with potential for social, economic, or environmental impact and will identify other environmental review and consultation requirements that are performed concurrently with the EA. Agencies with jurisdiction by law, such as the COE or the FWS, must be invited to become cooperating agencies. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating agencies and FHWA will send the letters. The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. The EA must summarize the results of both agency consultation and public involvement. The LPA, or its consultant, will prepare a preliminary EA (pEA) that encompasses the following: <br />
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:* Finalize the location study with all alternates considered, including those discarded, depicted graphically. <br />
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:* Indicate the preferred alternate. <br />
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:* Evaluate all proposed reasonable alternates equally; the EA must include more than a single build alternative as well as the no build alternate. Reasonable alternates addressed in the EA are those that may be constructed in the event that the preferred alternate is not selected. <br />
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:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. Complete a Phase I archaeological survey for the preferred alternate. Identify all areas for which landowner access was denied or the survey was not conducted at the preliminary EA stage. Determine which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time. <br />
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:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). Submit all buildings, bridges, and culverts impacted by the preferred alignment, including those less than 50 years of age, to DNR’s State Historic Preservation Office (DNR-SHPO) for concurrence in a determination of eligibility to the NRHP. <br />
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:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pEA must include either a draft Memorandum of Agreement (MOA) or draft Programmatic Agreement (PA) identifying uncompleted or mitigation activities to be completed prior to project construction. <br />
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:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for [http://www.modot.mo.gov/business/manuals/documents/FIG4-6R-2009usethisone.doc Section 4(f) protection], along with a statement as to the status of agency coordination on those impacts. The EA must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources. <br />
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:* Identify any Section 6(f) resources the project will affect. Any Section 6(f)(3) Conversion Documentation required cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved FONSI signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document. <br />
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:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams. Estimate the areas of wetlands in the project area for all alternatives using conventional mapping sources and windshield survey and document expected impacts. <br />
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:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits. <br />
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:* Determine farmland impacts using either [[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating, Form AD-1006]] for site projects or [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] for corridor projects. <br />
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:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents). <br />
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:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts and other social and economic impacts of the project. <br />
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:* Conduct a records search to determine the presence of possible hazardous waste sites. <br />
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:* Demonstrate that the proposed project is in compliance with the Clean Air Act. <br />
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The pEA is provided to MoDOT for distribution to FHWA and any formal cooperating agencies (identified as such on the pEA cover sheet) for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pEA, the EA is ready for FHWA’s final review and approval, after which it is made available to the public as an FHWA document. <br />
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The EA must be made available for public inspection at the LPA’s office and at the appropriate FHWA field offices as described in the next two paragraphs of this section. Although it is not a federal requirement that the document be circulated for comment, the LPA is encouraged to provide the EA to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send notice of availability of the EA, briefly describing the project and its impacts, to the affected units of federal, state, and local government and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372. <br />
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MoDOT’s normal practice is to hold a location public hearing for all EAs. Although FHWA regulations do not require public hearings for EAs, the FHWA encourages them on most EAs. For specific EAs depending on the situation, the FHWA division office may require a public hearing after signing the EA and before signing the FONSI. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. When a public hearing is held as a part of the application for federal funds, the EA must be available at the public hearing and at the LPA’s office and at the appropriate FHWA field offices for a minimum of 15 days in advance of the public hearing. The notice of the public hearing in local newspapers must announce the availability of the EA and where it may be obtained to review. The notice will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the availability of the EA unless FHWA determines that a different period is warranted. <br />
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When a public hearing is not held, the LPA must place a notice similar to a public hearing notice and at a similar stage of project development in the local newspapers, advising the public of the EA’s availability at the LPA’s office and at the appropriate FHWA field offices and where to obtain information concerning the project. The notice must invite comments from all interested parties. It will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the publication of the notice unless FHWA determines that a different period is warranted. <br />
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==136.6.5.1 Findings of No Significant Impact (FONSI)==<br />
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Once the 30-day public comment period has ended and all comments from the public and other agencies have been collected, the LPA or its consultant prepares a Finding of No Significant Impact (FONSI). The FONSI should summarize any public and/or agency coordination that occurred after the EA was signed. The FONSI must satisfactorily address all substantive comments on the EA provided during the 30-day comment period, including those from other agencies, the general public, and as a result of the public hearing. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the FONSI. The FONSI must describe any changes to the EA-designated preferred alternate and document any additional impact analyses performed for the final, selected alternate. <br />
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The FONSI must also document compliance with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met and briefly present why the action does not have a significant impact. If the proposed project will adversely impact any NRHP-eligible sites or historical structures, either an MOA or a PA executed by the DNR-SHPO, FHWA, Advisory Council on Historic Preservation (ACHP), and the LPA must accompany the letter. The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. Accompanying documentation must also include the Final Section 4(f) Evaluation, when required, for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected. <br />
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When the FONSI is completed and the listed items are included, the documentation (with a signature page) is provided to MoDOT for distribution to FHWA (and to cooperating agencies for their review and comment if the selected alternate differs from the EA-designated preferred alternate). <br />
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If the FONSI is for a new controlled access freeway, a highway project of four or more lanes on a new location, or other action described in 23 CFR §771.115a, the letter to FHWA and accompanying documentation described above must also be made available for public review, including affected units of government, for a minimum of 30 days before FHWA issues a FONSI for the project. A notice similar to that for a public hearing must announce the availability of the documentation. If at any point in the EA process, FHWA determines that the action is likely to have a significant impact, the LPA will be required to prepare an EIS. <br />
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FHWA will review the FONSI, accompanying documentation, and any public hearing comments and other comments received regarding the EA. If FHWA determines after reviewing the documentation that there are no significant impacts associated with the project, the FONSI will be signed and a copy of the signed FONSI will be returned to the LPA. <br />
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After FHWA issues a FONSI, the LPA is encouraged to provide the FONSI to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send a notice of availability of the FONSI to the affected units of federal, state, and local government and the FONSI shall be available from the LPA and FHWA upon request by the public. Notice of availability is also sent to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372. <br />
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==136.6.5.2 Timeframes==<br />
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The project schedule should allow about two years for obtaining a FONSI.<br />
<br />
=136.6.6 Environmental Impact Statement (EIS)=<br />
<br />
==136.6.6.1 Draft Environmental Impact Statement==<br />
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An EIS is prepared for projects that have clearly identified and significant social, economic, or environmental impacts. FHWA indicates that an EIS is required for four-lane relocations as well as for major bridges or projects that are controversial. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EIS sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. <br />
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An EIS describes a project’s purpose and need, identifies the alternates being considered, and discusses expected impacts in detail. To the extent possible, it also indicates compliance with other regulations. The EIS includes procedures to minimize harm and details mitigation measures and all other environmental commitments. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EIS and the format. <br />
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When FHWA determines that an EIS is required, the LPA will prepare and FHWA will issue a Notice of Intent for publication in the ''Federal Register''. LPAs are encouraged to announce the intent to prepare an EIS by appropriate means at the local level. <br />
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After publication of the Notice of Intent, the LPA will begin a scoping process to aid in identifying the range of alternatives and impacts and the significant issues to be addressed in the EIS. Scoping is normally achieved through public and agency involvement procedures. If a scoping meeting is to be held, it will be announced in the FHWA’s Notice of Intent and by appropriate means at the local level. Agencies with jurisdiction by law must be requested to become cooperating agencies. Section 6002 (Efficient Environmental Reviews for Project Decision Making) of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003 (SAFETEA-LU) updates the environmental review process by adding a new category of “participating agencies” for federal, state, and local agencies and tribal nations that have an interest in the project. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating and/or participating agencies as appropriate and FHWA will send the letters. <br />
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The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. <br />
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Section 6002 stipulates that both participating agencies and the public will be given the opportunity to comment on the purpose and need and range of alternatives for a project. Previously only cooperating agencies were offered such an opportunity. Section 6002 also mandates establishing a coordination plan for agency and public participation and comment. Further information on the SAFETEA-LU environmental review process can be found in FHWA’s [http://www.fhwa.dot.gov/hep/section6002/ SAFETEA-LU ENVIRONMENTAL REVIEW PROCESS FINAL GUIDANCE, Publication L 109-59, November 15, 2006]. <br />
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The LPA or its consultant will prepare a preliminary Draft EIS (pDEIS) that evaluates all reasonable alternatives to the action and discusses the reasons why other alternatives that may have been considered were eliminated from detailed study. The pDEIS also summarizes the studies, reviews, consultation, and coordination required by environmental laws or Executive Orders to the extent appropriate at this stage in the environmental process. A pDEIS requires completing the following work: <br />
<br />
:* Finalize the location study; all alternates considered, including those discarded, must be depicted graphically in the document. <br />
<br />
:* Indicate a preferred alternate if one stands out. <br />
<br />
:* Evaluate all proposed reasonable alternates equally. Reasonable alternates addressed in the EIS are those that may be constructed in the event that the preferred alternate is not selected. (Provisions of SAFETEA-LU allow FHWA to decide whether the preferred alternative may be developed to a higher level of design detail to facilitate either the development of mitigation measures or compliance with other environmental laws. See FHWA’s 2006 SAFETEA-LU FINAL GUIDANCE, as cited previously, for details.) <br />
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:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. <br />
<br />
:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). <br />
<br />
:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for Section 4(f) protection, along with a statement as to the status of agency coordination on those impacts. The DEIS must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources. <br />
<br />
:* Note the presence of any potential Section 6(f) resources. If Section 6(f)(3) Conversion Documentation is required, it cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved ROD signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document. <br />
<br />
:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams and possible impacts to them. <br />
<br />
:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits. <br />
<br />
:* Determine farmland impacts using either Form AD-1006 for site projects or Form SCS-CPA-106 for corridor projects. <br />
<br />
:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. <br />
<br />
:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts, and other social and economic impacts of the project. <br />
<br />
:* Conduct a records search to determine the presence of possible hazardous waste sites. <br />
<br />
:* Demonstrate that the proposed project is in compliance with the Clean Air Act. <br />
<br />
The pDEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pDEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pDEIS, the DEIS is ready for FHWA’s final review. The FHWA, when satisfied that the DEIS complies with NEPA requirements, will approve the DEIS for circulation by signing and dating the cover sheet. <br />
<br />
The LPA is responsible for printing the DEIS in sufficient quantity to accommodate circulation to those entities listed in the document as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the DEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed. <br />
<br />
Once FHWA signs the DEIS, public and agency comments must be requested. The LPA, on behalf of FHWA, circulates the approved DEIS to federal and state agencies, local entities, elected officials, and others as appropriate for their review and comment. Upon circulation of the approved DEIS to the Environmental Protection Agency (EPA), the EPA publishes a Notice of Availability (NOA) in the Federal Register. Copies of the approved DEIS are also provided for public viewing and copying in the LPA’s office and other public repositories such as libraries and city or county offices. The DEIS must be made available to the public and transmitted to agencies for comment no later than the time the document is filed with the Environmental Protection Agency. The DEIS shall be transmitted to: <br />
<br />
:1. Public officials, interest groups and members of the public known to have an interest in the proposed action or the DEIS; <br />
<br />
:2. Federal, state and local government agencies expected to have jurisdiction or responsibility over, or interest or expertise in, the action. Copies are provided directly to appropriate state and local agencies and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372; and <br />
<br />
:3. States and federal land management entities that may be significantly affected by the proposed action or any of the alternatives. These copies shall be accompanied by a request that such state or entity advise the FHWA in writing of any disagreement with the evaluation of impacts in the statement. FHWA will furnish the comments received to the LPA along with a written assessment of any disagreements for incorporation into the final EIS. <br />
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The ''Federal Register'' NOA initiates a period of no less than 45 days for the return of comments on the DEIS. The notice and the DEIS transmittal letter must identify to whom comments may be sent. <br />
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A location public hearing is generally held for all projects requiring an EIS. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. The DEIS shall be available at the public hearing and for a minimum of 15 days in advance of the hearing. The availability of the DEIS shall be mentioned and public comments requested in any public hearing notice and at any public hearing presentation. If a public hearing on an action proposed for FHWA funding is not held, a notice shall be placed in newspaper similar to a public hearing notice advising where the DEIS is available for review, how copies may be obtained, and where the comments will be sent.<br />
<br />
==136.6.6.2 Final Environmental Impact Statement==<br />
<br />
After circulation of a DEIS, when the 45-day comment period has ended and all comments from the public and other agencies have been collected, a preliminary Final EIS (pFEIS) is prepared. The FEIS identifies the preferred alternative and evaluates all reasonable alternatives considered. It should also discuss substantive comments received on the DEIS and responses thereto, summarize public involvement, and describe the mitigation measures that are to be incorporated into the proposed action. Mitigation measures presented as commitments in the FEIS must be implemented with the project. The following items of work are completed as part of the pFEIS: <br />
<br />
:* All substantive comments gathered on the DEIS during the 45-day comment period, including those from other agencies, the general public, and as a result of the public hearing, must be satisfactorily addressed. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the pFEIS. <br />
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:* A preferred alternate must be declared. <br />
<br />
:* A Phase I archaeological survey must be completed for the preferred alternate(s) and all areas for which landowner access was denied or the survey was not conducted should be identified. A determination should be made of which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time. <br />
<br />
:* All buildings, bridges, and culverts impacted by the preferred alignment that were not previously reviewed by the DNR’s State Historic Preservation Office (DNR-SHPO), including those less than 50 years of age, must be submitted to DNR for concurrence in a determination of eligibility to the NRHP. <br />
<br />
:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pFEIS must include either a Memorandum of Agreement (MOA) or a Programmatic Agreement (PA) executed by the DNR-SHPO, FHWA, the LPA, and the Advisory Council on Historic Preservation (ACHP) (all PAs; MOAs if it chooses to participate). The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. <br />
<br />
:* A Final Section 4(f) Evaluation, when required, must be included in the pFEIS for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected. <br />
<br />
:* Identify any Section 6(f) resources the project will affect. Elements of the Section 6(f)(3) Conversion Documentation may be assembled during preparation of the NEPA document, even though the Section 6(f) document cannot be completed until the NEPA decision document has been issued. <br />
<br />
:* A preliminary jurisdictional wetland and stream delineation is conducted in the project area for the preferred alternative and expected impacts are documented. <br />
<br />
:* Identify whether any consultation with the U.S. Fish and Wildlife Service is required to address threatened or endangered plant and/or animal species within the project limits and any conservation measures resulting from the consultation. <br />
<br />
:* The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents). <br />
<br />
The FEIS will also document compliance, to the extent possible, with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met. Every reasonable effort shall be made to resolve interagency disagreements on actions before processing the FEIS. If significant issues remain unresolved, the FEIS must identify those issues and the consultations and other efforts made to resolve them. When the listed items are completed and included in a preliminary FEIS, the pFEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pFEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pFEIS, the FEIS is ready for FHWA’s final review and approval. The FEIS will be reviewed for legal sufficiency prior to FHWA approval. <br />
<br />
FHWA will indicate approval of the FEIS for an action by signing and dating the cover page. Approval of the FEIS does not commit the FHWA to approve any future request to fund the preferred alternative. <br />
<br />
The LPA should print a sufficient quantity of the FEIS to accommodate circulation to the appropriate entities as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the FEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed. <br />
<br />
When sufficient copies of the approved FEIS are transmitted to FHWA, FHWA circulates the document to the EPA along with an NOA to be published in the ''Federal Register''. Publication of the NOA initiates a 30-day comment period on the FEIS. The LPA circulates the approved FEIS for review and comment to any persons, organizations, or agencies that made substantive comments on the DEIS or requested a copy, no later than the time the document is filed with EPA. In the case of lengthy documents, the agency may provide alternative circulation processes. The LPA shall also publish a notice of availability in local newspapers and make the FEIS available through the mechanism established pursuant to DOT Order 4600.13 which implements Executive Order 12372. When the FEIS is filed with EPA, it must be available for public review at the LPA’s offices and at appropriate FHWA offices. A copy will also be made available for public review at institutions such as local government offices, libraries, and schools, as appropriate. <br />
<br />
=136.6.7 Record of Decision (ROD)=<br />
<br />
Substantive comments received on the FEIS are addressed in a Record of Decision (ROD) prepared by the LPA. The ROD also discusses the alternates that were considered for the project, identifies the selected alternate, and discusses why this alternate was selected. The ROD discusses commitments made in the document, including the measures that have been adopted to minimize harm, such as mitigation plans, and details any monitoring and enforcement program, if applicable. After comments are satisfactorily addressed, the ROD is presented to FHWA for approval. Once the ROD is signed by FHWA, the LPA can approve the location of the project and begin detailed design. <br />
<br />
The timeframe for completing the EIS process varies. The timeline for completing consultant-prepared EISs is a negotiated item within the scope of work. A good rule of thumb is to allow at least 3 years to get to an approved ROD. <br />
<br />
=136.6.8 Supplemental Environmental Impact Statements=<br />
<br />
A DEIS, FEIS or supplemental EIS may be supplemented at any time. An EIS shall be supplemented whenever FHWA determines that: <br />
<br />
:1. Changes to the proposed action would result in significant environmental impacts that were not evaluated in the EIS; or <br />
<br />
:2. New information or circumstances relevant to environmental concerns and bearing on the proposed action or its impacts would result in significant environmental impacts not evaluated in the EIS. <br />
<br />
Where FHWA is uncertain of the significance of the new impacts, the LPA will develop appropriate environmental studies or, if FHWA deems appropriate, an EA to assess the impacts of the changes, new information, or new circumstances. If based upon the studies, FHWA determines that a supplemental EIS is not necessary, FHWA shall so indicate in the project file. <br />
<br />
A supplement is to be developed using the same process and format (i.e., draft EIS and final EIS as an original EIS except that scoping is not required. <br />
<br />
In some cases a supplemental EIS may be required to address issues of limited scope, such as the extent of proposed mitigation or the evaluation of location of design variations for a limited portion of the overall project. Where this is the case, the preparation of a supplemental EIS shall not necessarily: <br />
<br />
:1. Prevent the granting of new approvals; <br />
<br />
:2. Require the withdrawal of previous approvals; or <br />
<br />
:3. Require the suspension of project activities; for any activity not directly affected by the supplement. If the changes in question are of such magnitude to require a reassessment of the entire action, or more than a limited portion of the overall action, FHWA shall suspend any activities that would have an adverse environmental impact or limit the choice of reasonable alternatives, until the supplemental EIS is completed. <br />
<br />
More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.130.pdf detailed discussion of supplemental NEPA documents] can be found on FHWA’s web site. <br />
<br />
=136.6.9 Re-evaluations=<br />
<br />
If an acceptable FEIS is not submitted to the Federal Highway Administration (FHWA) within 3 years from the date of the DEIS circulation, the LPA shall prepare a written reevaluation of the DEIS in cooperation with FHWA. This reevaluation is used to determine whether a supplement to the DEIS or a new DEIS is needed. <br />
<br />
A written reevaluation of the FEIS may be required before further approvals are granted if major steps to advance the action (e.g., authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications, and estimates) have not occurred within three years after the approval of the FEIS, final EIS supplement, or the last major FHWA approval or grant. <br />
<br />
Factors such as noteworthy changes in the scope and/or location of the project, whether the project is active or inactive, and changes in environmental laws or regulations can also require a NEPA document reevaluation. Once completed and approved, a NEPA document has a limited shelf life of three years, even when portions of the project are under construction or have already been constructed, as is often the case for lengthy corridor projects. After approval of the ROD, FONSI or CE designation and prior to requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA. <br />
<br />
Whenever the project scope or location changes, the LPA will submit to the MoDOT district contact a Request for Environmental Review (RER) form that describes and shows the changes. Based on that information, the project will be reexamined to determine whether the proposed changes require a reevaluation. When a reevaluation is needed, the LPA prepares the reevaluation documentation. In most cases, the reevaluation is submitted to the FHWA for review and approval. Documentation for reevaluations is based on the original NEPA document type. If the original NEPA document was an EA or EIS, the LPA prepares a letter documenting the reevaluation and submits it to MoDOT for FHWA’s review and approval. Some projects with original NEPA classifications as CEs may also require reevaluations in the form of a letter. FHWA does not routinely require reevaluations in the form of supplemental EAs or EISs. More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.129.pdf detailed discussion of NEPA reevaluations] can be found on FHWA’s web site. <br />
<br />
<br />
<br />
<br />
[[Category:136 Local Public Agency (LPA) Policy|136.06]]</div>Hoskirhttps://epg.modot.org/index.php?title=LPA:136.6_Environmental_and_Cultural_Requirements&diff=53608LPA:136.6 Environmental and Cultural Requirements2024-03-22T20:48:05Z<p>Hoskir: /* 136.6.4.2.3 De Minimis Determination */ fixed link per email from Melissa S.</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="360px" align="right" <br />
|-<br />
|<center>'''Figures'''</center><br />
|-<br />
|[[media:136.6.1.docx|Fig. 136.6.1, Project Review Process flowchart]]<br />
|-<br />
|[[media:136.6.2.docx|Fig. 136.6.2, Key Environmental/Cultural Resources Compliance Milestones]]<br />
|-<br />
|[[media:136.6.3 Jan 18 2019.docx|Fig. 136.6.3, Environmental/Cultural Resources Compliance Checklist]]<br />
|-<br />
|[https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review]<br />
|-<br />
|[[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]]<br />
|-<br />
|[[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing Categorical Exclusion Determination]]<br />
|-<br />
|[[media:136.6.6 2021.pdf|Fig. 136.6.6, Generalized flowchart of the Section 106 Process for Local Public Agencies]]<br />
|-<br />
|[[media:136.6.7 2017.docx|Fig. 136.6.7, Memorandum of Agreement for Mitigation of Adverse Effects]]<br />
|-<br />
|[[media:136.6.8 2013.doc|Fig. 136.6.8, LPA Section 4(f) Compliance Worksheet for Public Lands]]<br />
|-<br />
|[[media:136.6.9.doc|Fig. 136.6.9, Content of a Section 4(f) Evaluation]]<br />
|-<br />
|[[media:136.6.10.doc|Fig. 136.6.10, Diagram of Typical Floodplain]]<br />
|-<br />
|[http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11, LPA Floodplain Development Permit]<br />
|-<br />
|[http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12, Engineering “No-Rise” Certificate]<br />
|-<br />
|[[media:136.6.13.doc|Fig. 136.6.13, Procedures for “No-Rise” Certification for Proposed Development]]<br />
|-<br />
|[[media:136.6.14.docx|Fig. 136.6.14, Procedures for Environmental Clearance of Borrow Sites and Other Disturbed Areas Outside Right of Way]]<br />
|-<br />
|[[media:136.6.15_e106_Example_2022.pdf|Fig. 136.6.15, Example e106 Form]]<br />
|-<br />
|[[media:136.6.16_2022.pdf|Fig. 136.6.16, LPA Project Checklist for Adverse Effects]]<br />
|-<br />
|[[media:136.6.17.docx|Fig. 136.6.17, Sample LPA Transmittal of MOA Letter]]<br />
|-<br />
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]<br />
|-<br />
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]] <br />
|-<br />
! <center>'''Other Figures and Information for EPG 136.6'''</center><br />
|-<br />
|[http://www.achp.gov/archguide.html Advisory Council “Model MOA”]<br />
|-<br />
|[https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot Categorical Exclusion Determination]<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1718_inst.pdf Instructions for Completing the SHPO 106 Survey Memo]<br />
|-<br />
|[[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating]]<br />
|-<br />
|[https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Nationwide 404 Permit for Minor Road Crossings (NWP 14 Linear Transportation Projects)]<br />
|-<br />
|[http://www.modot.org/business/lpa/cert_train.htm NEPA Training video] - scroll down to bottom left<br />
|-<br />
|[http://www.achp.gov/apptoolkit.html Section 106 Applicant Toolkit] - this Advisory Council on Historic Preservation's toolkit provides additional and supplemental info for the Section 106 process<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1718.pdf State Historic Preservation Office’s Section 106 Survey Form]<br />
|-<br />
|[http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office’s Section 106 Project Information Form]<br />
|-<br />
|<div id="PowerPoint Tutorials"></div><br />
|-<br />
! <center>'''"How To" PowerPoint Tutorials'''</center><br />
|-<br />
|[[media:136.6 How to Complete the Application.ppt|How to Complete the Application for Section 106 Clearance]]<br />
|-<br />
|[[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]]<br />
|-<br />
|<center>'''Federal-Aid Essential Videos'''</center><br />
|-<br />
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=develop Project Development]<br />
|-<br />
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=environm Environment]<br />
|}<br />
<br />
=136.6.1 Introduction=<br />
<br />
Meeting environmental and cultural resource requirements and getting the necessary approvals and permits for local public agency (LPA) projects can involve multiple steps and varying lengths of time. Not meeting requirements in a timely manner can delay or even halt your project. You must obtain National Environmental Policy Act (NEPA) approval from the [http://www.fhwa.dot.gov/ Federal Highway Administration (FHWA)] before 35% plan completion. Before you can begin right-of-way acquisition for the project, you need concurrence from the State Historic Preservation Office (SHPO) that [[127.2 Historic Preservation and Cultural Resources|Section 106 (cultural resources)]] has been addressed satisfactorily. Some resources with specific requirements in addition to NEPA include historic buildings, archaeological sites, historic bridges, historic sites and parklands, wetlands and waterbody crossings, endangered species and conversion of farmland. Information on these topics and others can be found in this article and in the [http://www.modot.org/business/lpa/cert_train.htm NEPA Training video]. <br />
<br />
'''Roles and Responsibilities:''' MoDOT’s role in the project review process is to advise the LPA of requirements that must be met, review any NEPA submittals for completeness before forwarding to FHWA, and ensure that all needed permits, approvals, or other supporting documentation are obtained. The LPA is expected to provide complete and accurate information about the project. Complying with the applicable laws and regulations is the LPA’s responsibility. The LPA interacts with MoDOT through the designated district contact. For the occasional project that is classified as an Environmental Assessment (EA) or Environmental Impact Statement (EIS) under NEPA, a MoDOT environmental staff member will be a liaison between the LPA and FHWA. The liaison participates in project team meetings, is responsible for all communication with FHWA concerning the project, and helps ensure satisfactory compliance with NEPA. A flowchart summarizes the environmental/historic preservation project review process in [[media:136.6.1.docx|Figure 136.6.1]]. The timeframes needed to achieve key environmental/cultural resources compliance milestones are shown below and in [[media:136.6.2.docx|Figure 136.6.2]] (landscape format to print for reference). [[media:136.6.3 Jan 18 2019.docx|Figure 136.6.3]] contains a helpful checklist to guide the LPA through this process.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" colspan="4"|Key Environmental/Cultural Resources Compliance Milestones<br />
|-<br />
! style="background:#BEBEBE" |Task/Submittal!! style="background:#BEBEBE" |LPA Responsibility !! style="background:#BEBEBE" |MoDOT Responsibility!! style="background:#BEBEBE" |MoDOT Timeframe<br />
|-<br />
|Obtain NEPA classification||Provide adequate project information with Request for Environmental Review||Provide classification|| 30 days<br />
|-<br />
|Complete NEPA documentation if required:<br> 1. Programmatic CE (no documentation required)<br>2. Letter CE<br> 3. CE2<br>4. EA<br>5. EIS ||Prepare and submit required documentation|| Review documentation, provide comments, and submit documentation (revised by LPA as needed) to FHWA || 1. Programmatic CE – 4 weeks<br>2. Letter CE – 6 weeks<br>3. CE2 – 10 weeks <br>4. EA – 18 months <br>5. EIS – 36 months<br />
|-<br />
|Comply with Section 106 (cultural resources)||Obtain SHPO's concurrence||Ensure Section 106 compliance||Generally, 10 weeks<br>* Can take 6–12 months if SHPO finds adverse effect<br />
|-<br />
|Section 4 (f)<br>1. Historic bridge programmatic<br>2. Public land prog. or ''de minimis''<br>3. Full draft and final evaluation ||1. Prepare MOA<br>2. Provide documentation<br>3. Provide documentation||1. Review MOA<br>2. Review & submit to FHWA<br>3. Review & submit to FHWW ||1. 6 months<br>2. 60 days <br>3. 12 months<br />
|-<br />
|Comply with Clean Water Act Sections 404 and 401||Obtain permits||Ensure compliance||Nationwide: 6–8 weeks<br> Individual: 4–6 months<br />
|-<br />
|Comply with Endangered Species Act||Consult with MDC and obtain clearance letter||Review consultation|| 1–6 months<br />
|-<br />
|Floodplains||Contact local floodplain administrator for any needed permits||Ensure compliance|| 1–6 months<br />
|-<br />
|Comply with Clean Water Act Section 602||Obtain NPDES permit||Ensure Section 602 compliance|| 1–3 months<br />
|-<br />
|Comply with env. laws regarding use of borrow & spoil sites||Comply with applicable laws||Ensure compliance with applicable laws|| Varies according to law<br />
|-<br />
|Hazardous waste||Determine presence, contact DNR if hazardous materials are found||Ensure compliance|| 1 month<br />
|-<br />
|Comply with Farmland Protection Policy Act (FPPA)|| Obtain Farmland Rating||Ensure FPPA compliance|| 6 weeks<br />
|-<br />
|Environmental Justice, Title VI, ADA, etc.||Ensure compliance||Ensure compliance|| 1 month<br />
|-<br />
|Noise|| Complete noise study if necessary|| Ensure compliance|| 1–6 months<br />
|-<br />
|Comply with Clean Air Act||Ensure Clean Air Act compliance, model if necessary||Ensure Clean Air Act compliance||6–12 months if modeling required<br />
|-<br />
|Public Involvement|| Provide planned or completed public involvement|| Ensure compliance with [[:Category:129 Public Involvement|EPG 129 Public Involvement]]|| 1-8 weeks<br />
|}<br />
<br />
=136.6.2 National Environmental Policy Act (NEPA) Classification=<br />
<br />
The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] to the MoDOT district contact within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER initiates MoDOT environmental and historic preservation staff’s review of the project to determine the appropriate NEPA classification. The district contact will notify the LPA of the project’s classification as well as other environmental permits and clearances the LPA must obtain. <br />
<br />
Since the environmental classification is based on the scope of the project and expected magnitude of impacts, providing all information requested on the form is vital to getting the NEPA classification as early as possible. Whenever the project scope or location changes or more than a year has passed since MoDOT’s environmental and historic preservation staff reviewed the RER, the LPA will submit to the MoDOT district contact a new RER that describes and shows any changes. Based on that information, the project will be reexamined. A completed and approved NEPA document has a limited shelf life of three years from the date on the NEPA document. If construction obligation has not occurred within three years of the date on the NEPA document/date, a new RER must be filled out and reviewed and a new NEPA document/date will be issued. After obtaining approval of a ROD, FONSI, or CE determination and before requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.<br />
<br />
The basic NEPA classifications are: <br />
<br />
:* Categorical Exclusion (CE)—typically sufficient for projects that do not individually or cumulatively have a significant environmental effect. Most projects will be classified as CEs.<br />
<br />
:* Environmental Assessment (EA)—required for projects in which the environmental impact is not clearly established. Projects such as a two-lane relocation or adding lanes to an existing highway corridor generally require an EA. <br />
<br />
:* Environmental Impact Statement (EIS)—required for projects that may have significant adverse impacts or that are controversial. Projects such as a new controlled-access freeway, a highway project of four or more lanes on a new location, or new construction or extension of a separate roadway for buses or high occupancy vehicles not located within an existing highway facility typically require an EIS.<br />
<br />
=136.6.3 Categorical Exclusion (CE) =<br />
<br />
The majority of transportation projects in Missouri are classified as categorical exclusions (CEs) and are completed as a programmatic CE (PCE) or a CE2. Approximately 96% of LPA projects have been classified as programmatic CEs, with the remainder classified as CE2s and very rarely as an EA or EIS (see [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5 NEPA Glossary]]). <br />
<br />
An agreement with FHWA allows MoDOT to automatically classify specific types of projects that require no more than 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, as PCEs. PCEs do not require FHWA review. MoDOT and FHWA executed the newest [[media:2023_PCE_Agreement.pdf|programmatic agreement]] on September 22, 2021. The thresholds that cannot be exceeded are contained within the agreement. If a project exceeds one of the thresholds, a CE2 must be approved by FHWA.<br />
<br />
For projects that require over 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, MoDOT will advise the LPA to complete a [https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot CE2 Form] describing the project, the impacts expected from the project, and mitigation to compensate for the project’s impacts. The Form requests information such as the federal project number, route, county, project termini and length, project description, current and future average daily traffic (ADT), right of way and easement needs, displacements/relocations, a location map, and any other associated attachments. [[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing a CE2 Form]], guides the LPA through the process. For FHWA to concur that the project is a CE2 instead of an EA or EIS, the CE2 document must clearly demonstrate that the project will not have significant impacts and therefore, is categorically excluded from the requirement to prepare an EIS or EA. MoDOT will notify the LPA of the CE2 approval, request for more information, or FHWA’s decision that an EA or EIS needs to be prepared.<br />
<br />
=136.6.4 Beyond NEPA—Complying with Other Federal and State Environmental Laws and Regulations=<br />
<br />
The resource-specific information that follows is intended to aid the LPA in complying with federal and state environmental laws and regulations. Ultimately, the LPA is solely responsible for compliance with all applicable laws and regulations, regardless of the information, or lack thereof, included here. The LPA must ensure that all commitments specified in environmental documents are identified in plans and job specifications as appropriate. The LPA is also responsible for implementing all commitments and monitoring included in environmental documents. <br />
<br />
==136.6.4.1 Section 106 (Cultural Resource) Compliance ==<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right" <br />
|-<br />
|'''Useful Section 106 Websites'''<br />
|-<br />
|[http://www.achp.gov/work106.html Advisory Council on Historic Preservation]<br />
|-<br />
|[http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]<br />
|-<br />
|[http://www.environment.fhwa.dot.gov/histpres/index.asp Federal Highway Administration]<br />
|-<br />
|[http://www.modot.org/ehp/HistoricPreservation.htm MoDOT Historic Preservation Section]<br />
|}<br />
[[127.2 Historic Preservation and Cultural Resources|Section 106 of the National Historic Preservation Act (NHPA) of 1966]] requires the consideration of the potential impacts of federally funded or permitted projects to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects or historic districts. The significance of a cultural resource is evaluated by applying a specific set of criteria that is set forth by the [http://www.nationalregisterofhistoricplaces.com/faq.html National Register of Historic Places]. Cultural resources that meet the criteria of eligibility for listing on the National Register are referred to as “historic properties.” Failure to comply with Section 106 requirements could jeopardize federal funding and permits for a project. Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values are factored into the planning process for all federally funded or permitted projects. Compliance with Section 106 requires three things: <br />
<br />
:1. ''Identify historic properties.'' Determine project’s area of potential effects (APE), identify cultural resources within the APE, and evaluate historic significance of these cultural resources; <br />
<br />
:2. ''Assess adverse effects.'' Assess if the project will have an adverse effect on historic properties; and <br />
<br />
:3. ''Resolve adverse effects.'' Avoidance, minimization, and/or mitigation of any project adverse effects on historic properties. <br />
<br />
[[image:136.6.4.1.jpg|center|750px]]<br />
<br />
Additional information on the Section 106 process is available on the webpages of the [http://www.achp.gov/work106.html Advisory Council on Historic Preservation] and the [http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]. <br />
<br />
[[media:136.6.6 2021.pdf|Fig. 136.6.6]] illustrates the steps that the LPAs should follow to comply with Section 106. <br />
<br />
===136.6.4.1.1 Step 1, Determine Need for Cultural Resource Investigations===<br />
<br />
The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4_instructions_4-11-2023.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER submittal initiates the Section 106 review. <br />
<br />
MoDOT has hired a consultant to oversee the LPA Section 106 compliance. The basic process is:<br />
<br />
:1. The LPA should submit their Request for Environmental Review (RER). The consultant will review the RER and determine if the job Section 106 compliance is covered by the Section 106 agreement document on Minor Highway Projects. <br />
<br />
::A. If it is the consultant will state on the RER that the project has Section 106 clearance and list the Stipulation and the date the decision was made. <br />
<br />
::B. If the project is not covered by the Minor Highway Projects agreement, the consultant will state on the RER that a Section 106 investigation and submittal to SHPO is required. <br />
<br />
:2. If a Section 106 investigation is required, the LPA will then move to [[#136.6.4.1.2 Step 2, Cultural Resource Investigations|EPG 136.6.4.1.2 Step 2, Cultural Resource Investigations]].<br />
<br />
::A. The consultant will review the LPA’s (or their consultants) Section 106 submittal before it is sent to SHPO. <br />
<br />
::B. If the Section 106 finding is “no historic properties affected” or “no adverse effect to historic properties and the State Historic Preservation Office concurs with this finding the Section 106 process has been completed.<br />
<br />
::C. If the finding is “adverse effect to a historic property,” the LPA will then need to negotiate and execute a Section 106 agreement document (e.g., Memorandum of Agreement or Programmatic Agreement).<br />
<br />
:3. If a Section 106 agreement document is required, the LPA will then move to [[#136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement|EPG 136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement]]. <br />
<br />
::The consultant will also oversee the LPA’s (or their consultants) consultation and development of the Memorandum of Agreement.<br />
<br />
[[image:136.6.4.1.1 Historic Bridge.jpg|center|750px|thumb|<center>'''The Historic Big Creek Bridge – an 8-panel, pin-connected Camelback through truss bridge</center>''']]<br />
<br />
===136.6.4.1.2 Step 2, Cultural Resource Investigations===<br />
<br />
'''If the SHPO requests a Section 106 survey the LPA will need to hire a qualified [https://www.modot.org/lpa-call-list cultural resource consultant] or staff member to conduct the survey and to submit a report of their findings to the SHPO.'''<br />
<br />
'''Step 2a. The Cultural Resource Survey'''<br />
<br />
:a. Cultural resource surveys typically are limited to the area of potential effects (APE) (i.e., For archaeology, this is the maximum footprint of the project consisting of proposed and existing right of way, and permanent and temporary easements) and any off-site areas, if known, (e.g., borrow, staging, wasting, etc.). For architectural resources, the APE may include the limits of the project plus a buffer around the project area so indirect effects of the project are considered (usually 50 ft in urban settings and 100 ft in rural settings).<br />
<br />
:For archaeological resources, the APE is the maximum footprint of the project consisting of existing and new right-of-way, and temporary and permanent easements.<br />
<br />
::1. An architectural survey consists of photographing buildings within the architectural APE and providing descriptions and historical information about those buildings constructed more than 50 years ago. In addition to buildings, features associated with a property such as gateposts, hitching posts, outbuildings, signage, etc. should be included in the photographic coverage. Clear photographs, which show the resource clearly, should be included in the survey report. Photographs taken out of car windows or where the resource is hidden behind vegetation are not acceptable.<br />
<br />
::2. A Phase I archaeological survey is an intensive, systematic, investigation of the APE of the proposed project to identify any archaeological site that may be affected by the proposed project. If there is good surface visibility (e.g., a plowed field), archaeological sites may be identified by a pedestrian survey, which consists of archaeologists walking the area to examine what is exposed on the surface. If there is poor surface visibility (e.g., a pasture) the archaeologists use shovel or auger tests to look for artifacts. Shovel tests are small hand-dug holes about 12 inches wide and up to 24 inches deep, while auger tests are 8-inch diameter holes up to 6 feet deep. In most survey areas, shovel tests or auger tests will be excavated at 50 foot intervals. The excavated soil is examined for artifacts and other evidence of prehistoric or early historic archaeological sites.<br />
<br />
::Phase II archaeological site testing will be needed if any potential National Register eligible sites are encountered in the APE that could be impacted by the proposed project. The Phase II is a limited archaeological excavation of a site to determine its significance and whether it meets National Register eligibility standards. The standard method for testing an archaeological site is the hand-excavation of test units. Test Units are usually 3 ft. x 3 ft. or 3 ft. x 6 ft. in size and are dug usually to a depth of 3 to 4 feet. These test units are excavated to search for intact artifact deposits and/or features (e.g., hearths, storage pits, hut basins, etc.) that would provide information about the people whose activities had created the site. The archaeological consultant will need to consult with SHPO and MoDOT on the proposed Phase II testing strategy before it is implemented. A Phase II investigation takes approximately 1-2 weeks per site.<br />
<br />
:b. Reporting the results of the survey should follow the SHPO [https://mostateparks.com/sites/mostateparks/files/MO_phase1_guide.pdf “Guidelines for Phase I Archaeological Survey and Reports”]. If cultural resources are found, accompanied by the [https://mostateparks.com/sites/mostateparks/files/Cultural-Resource-Investigation-Report-Form.pdf Cultural Resources Investigation Report Form] ([https://mostateparks.com/sites/mostateparks/files/inst_crir_form.pdf Instructions]) with the first page filled out. A [https://mostateparks.com/sites/mostateparks/files/Review_Compliance_Information_Form.pdf Review and Compliance Information Form] ([https://mostateparks.com/sites/mostateparks/files/inst_rci_form.pdf Instructions]) must accompany all submittals to the SHPO. Additional SHPO [https://mostateparks.com/page/85651/standards-professional-architectural-and-historic-surveys guidance for architectural surveys] is posted on the SHPO website, including the [https://mostateparks.com/sites/mostateparks/files/780-2125-f.pdf Architectural/Historic Inventory Form] ([https://mostateparks.com/sites/mostateparks/files/ArchitecturalSurveyInstructions.pdf Instructions]) that should be used for buildings that are believed to be eligible for listing on the National Register of Historic Places. <br />
<br />
:c. The Section 106 submittal will be reviewed and commented on by SHPO. SHPO has by law 30 calendar days to respond. <br />
<br />
::1. If no cultural resources were identified, the SHPO usually will respond “no historic resources affected.” The Section 106 process is complete and no further action is necessary. <br />
<br />
::2. If cultural resources were identified, their eligibility for the National Register of Historic Places (National Register) must be determined. <br />
<br />
::3. In some cases, additional field investigations and /or historical research may be required for the cultural resource professional to determine resource eligibility. <br />
<br />
The SHPO comments only apply to the project as submitted. Any changes to the project may require a supplemental submittal to SHPO regarding these changes (e.g., project limits, significant modifications to the nature of the project, etc.). Any subsequent communication with SHPO should include the Project Number assigned by SHPO to the original submittal.<br />
<br />
If human remains are encountered during any fieldwork, the LPA and consultants must comply with state burial laws ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194] – unmarked remains or [https://revisor.mo.gov/main/OneSection.aspx?section=214 RSMO 214] – cemeteries). This requires initially contacting local law enforcement. If the human remains are not part of a crime scene, jurisdiction of the remains and disturbance of them falls on either local courts (RSMO 214) or the SHPO (RSMO 194). Consultation with appropriate American Indian tribes should be required if the human remains are believed to be of Native Americans – either prehistoric or historic. The LPA must contact FHWA prior to any consultation with Indian tribes. FHWA, as the Federal agency, is legally responsible for the tribal consultation process. The LPA may only consult directly with an Indian Tribe if authorized by FHWA.<br />
<br />
'''Step 2b. Determination of Eligibility'''<br />
<br />
'''If cultural resources are present, the LPA, in consultation with SHPO and FHWA/MoDOT, determines whether a cultural resource meets the eligibility requirements of the National Register. A cultural resource professional may need to conduct additional investigations to evaluate the eligibility of some resources. The cultural resource professional will need to consult with the MoDOT Historic Preservation staff on the proposed testing plan for an archaeological site before implementing it.'''<br />
<br />
Readily available information can often be used to determine the National Register eligibility of identified cultural resources. This information should consist of the results of the cultural resource survey, any subsequent investigations, or other available information such as pictures and available history of structures. If the adverse effects to the potentially National Register eligible cultural resource cannot be avoided by the project the National Register eligibility determination is included in the Section 106 submittal.<br />
<br />
:a. The SHPO is requested to concur or disagree with the National Register eligibility of a cultural resource. The cultural resource professional should provide an assessment of resource eligibility. <br />
<br />
:b. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is not eligible for the National Register, the Section 106 process is complete. No further action is necessary. <br />
<br />
:c. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is eligible for the National Register, a determination of effect (Step 2c) is made next. <br />
<br />
::1. If SHPO, LPA, and FHWA/MoDOT disagree on the eligibility of a resource, the LPA should request the FHWA to contact the Keeper of the National Register of Historic Places (Keeper) for a definitive opinion. If the FHWA decides that the Keeper needs to be consulted they will provide the LPA with a list of the required documentation. This process can be lengthy (up to six months), so it should be avoided if possible. <br />
<br />
::2. If the Keeper finds that the resource is not eligible, the LPA no longer needs to consider the project’s effects to that specific resource. <br />
<br />
'''Step 2c. Determination of Effect'''<br />
<br />
'''If historically significant cultural resources are present, the LPA, FHWA/MoDOT, and SHPO will determine the effect of the project on each National Register eligible property (called “historic property”). '''<br />
<br />
The effect of a project on a historic property should be determined through consultation among the LPA, SHPO, and FHWA/MoDOT, using the criteria of adverse effects found at 36CFR800.4(1) and the examples of adverse effects found at 36CFR800.4(2). There will be a determination of either “no historic properties affected,” “no adverse effect” or “adverse effect.” The LPA will provide its opinion regarding effect along with its evaluation of eligibility to the SHPO for their concurrence. If the SHPO concurs with the LPA, this finding will be transmitted to the FHWA. If there is a disagreement among the LPA and SHPO, FHWA and MoDOT may be brought into the discussions to help facilitate an agreement.<br />
<br />
:a. No Adverse Effect – If the finding is that the project effect is not adverse upon the historic property(ies), the Section 106 process is complete.<br />
<br />
:b. Adverse Effect – If the project effect is adverse to the historic property(ies) (i.e., adversely affecting the characteristics that make it eligible for listing on the National Register), the LPA will consult with the SHPO on avoidance or mitigation of the adverse effect. It may be possible to redesign portions of the project to avoid adverse impacts to the historic property. The LPA will explore avoidance options, continued use, or rehabilitation of the historic property (not necessary for most archaeological sites). In addition, the public (interested parties, holders of permits, owners of affected lands, and private individuals) may be allowed to review and comment on the project, and participate in the decision-making process.<br />
<br />
If the SHPO concurs with the results of the Section 106 Survey submittal being “no historic properties affected” or “no adverse effect to a historic property,” Section 106 compliance is completed. The date of the SHPO letter would be used as the Section 106 compliance date. If the result of the survey is “adverse effect to a historic property” the LPA precedes with Steps 3 and 4.<br />
<br />
If the project changes after receipt of the SHPO letter with a “no historic properties affected” or “no adverse effect to a historic property” concurrence, the project must be resubmitted to the SHPO with the changes to the project identified. '''A change in the scope of the project may change the effects of the project on historic properties.'''<br />
<br />
In instances where a project has an adverse effect, prior to continuing to the next step, the Advisory Council on Historic Preservation (Council) must be notified of the adverse effect and be invited to participate in consultation for the development of a Memorandum of Agreement (MOA). The [[media:136.6.16 2018.pdf|LPA Project Checklist for Adverse Effects]] for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) summarizes the steps the LPA must complete and which agencies will be involved in reviewing information. The LPA should complete the e106 form following the Directions, except leave Section 4 blank (see [[media:136.6.15.docx|Fig. 136.6.15, the example e106 form]]). The form should be e-mailed, along with supporting documentation to MoDOT for review. Once the form meets MoDOT approval, it will be forwarded to FHWA to be submitted to the Council, which has two weeks to respond.<br />
<br />
The Council will become involved in consultation if the project has:<br />
<br />
:1. Substantial impacts on historic properties, meaning that nationally significant properties or unusual properties are present or there are a large number of properties being affected by the project, including multiple properties within a historic district; <br />
<br />
:2. They may become involved if the project presents questions about Section 106 policy or how the Section 106 regulations are interpreted; <br />
<br />
:3. The project has the potential for presenting procedural problems. Procedural problems could include substantial public controversy, disputes among the consulting parties, likely litigation, or requests for Council involvement by consulting parties; or<br />
<br />
:4. The project presents issues of concern to Indian tribes.<br />
<br />
If an adverse effect cannot be avoided for certain kinds of historic properties, FHWA may determine that a Section 4(f) evaluation must be completed. Cultural resources requiring Section 4(f) evaluation are typically architectural or bridge resources, or archaeological sites that warrant preservation in place (usually mortuary sites). [http://environment.fhwa.dot.gov/4f/index.asp Section 4(f) of the Department of Transportation Act of 1966] states that a transportation project requiring the use of publicly owned land of a public park, recreation area, wildlife and waterfowl refuge, or a historic site (i.e., a “historic property” as defined by Section 106) may be approved only if:<br />
<br />
:1) There is no prudent and feasible alternative to using that land; and<br />
<br />
:2) The project includes all possible planning to minimize harm to the park, recreation area, wildlife and waterfowl refuge, or historic site resulting from the use.<br />
<br />
Section 4(f) is unique to Department of Transportation projects and is a process that can take up to 12 months. The LPA should make sure it works closely with MoDOT and FHWA if there is a possibility of a need for a Section 4(f) Evaluation. Information on the Section 4(f) Evaluation process is provided elsewhere in EPG 136, however if the project is a bridge replacement and the only Section 4(f) issue is the bridge, MoDOT Historic Preservation will complete the Programmatic Section 4(f) evaluation documentation for FHWA review, using information provided by the LPA.<br />
<br />
[[image:136.6.4.1.3.jpg|center|750px|thumb|<center>'''Portal View of the Historic Big Creek Bridge</center>''']]<br />
<br />
===136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement===<br />
<br />
'''If historic properties will be adversely affected by the project, the LPA will coordinate with the MoDOT Historic Preservation staff, SHPO and FHWA in preparation of a Memorandum of Agreement (MOA). Section 106 is not complete until an MOA is executed and the stipulations are completed.'''<br />
<br />
The steps involved in developing an MOA and providing the information necessary for a Programmatic Section 4(f) Evaluation (if the adverse effect is to a historic bridge) are also detailed in the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f).<br />
<br />
If adverse effects to a historic property cannot be avoided, a MOA will be prepared through consultation with LPA, FHWA, MoDOT, the SHPO, and other appropriate consulting parties. The MOA will document the stipulations to be carried out to mitigate the adverse effect upon the historic property(ies), including the appropriate level of documentation for the resource. If the resource is a bridge, the ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effect'' (Bridge Documentation Standards) should be referenced including the level at which the bridge will be documented. It is a legally binding agreement document that is signed by the signatory parties (usually the FHWA, SHPO and the LPA). [[media:136.6.7 2017.docx|Fig. 136.6.7]] provides an example of a MoDOT bridge MOA and the [[media:136.6.15.docx|e106 form]]. In addition, the Council provides a “model MOA” for archaeological data recovery on its website. <br />
<br />
'''If the adverse effect is to a Native American archaeological site, the FHWA must consult with the Indian tribes with a historical interest in the project area and provide them an opportunity to participate in the consultation process.'''<br />
<br />
:a. The MOA process is started by the LPA’s preparation and submittal of a draft MOA and the e106 form updated to include consultation that may have occurred on the project since the Council notification occurred, and an Alternatives Analysis (for bridge projects). The documents are forwarded to MoDOT Historic Preservation for review and comment. <br />
<br />
:b. The Alternatives Analysis must include the following information (for additional information on the alternatives that must be considered, consult the [https://www.environment.fhwa.dot.gov/4f/4fbridge.asp FHWA Programmatic Section 4(f) Web-page]):<br />
<br />
::1. A description of the purpose and need for the project;<br />
::2. A description of the current condition of the bridge;<br />
::3. A discussion of the do nothing alternative<br />
::4. A discussion of the rehabilitation option for the bridge;<br />
::5. A discussion of an alternative that would save the bridge by realigning the road to avoid the bridge;<br />
::6. A discussion of an alternative that would relocate the bridge to another location to save it (can include discussion of the advertising efforts and their results)<br />
::7. Rough cost estimates for the alternatives, including construction and right of way.<br />
<br />
:c. When the MOA is satisfactory, MoDOT will inform the LPA, SHPO and FHWA that it is satisfactory. If the Council has responded, the LPA can begin the process of signing the MOA. The LPA should prepare a copy of the MOA for each signatory.<br />
<br />
:d. If the adverse effects are to a Native American archaeological site, FHWA will provide a copy of the draft MOA and accompanying information to Indian tribes with historical interest in the project area or attach religious and cultural significance to the site to provide them the opportunity to participate in the consultation process. <br />
<br />
:e. The LPA will send the signed MOA to the SHPO, using text similar to the [[media:136.6.17.docx|sample letter]] and copy MoDOT and FHWA on the transmittal letter. The SHPO will sign the MOA and forward it to the FHWA for execution, copying MoDOT and the LPA on the transmittal letter. The MOA is considered to be executed upon FHWA signature, who is the last party to sign the document (general signatory order is LPA, any other invited signatories, SHPO and then FHWA). <br />
<br />
:f. Once the MOA is executed, MoDOT will prepare the Programmatic Section 4(f) evaluation for bridge projects and submit it to FHWA (see the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) for further details of how Section 4(f) fits into the Section 106 process).<br />
<br />
If Steps 3 and 4 are required, the date the MOA is executed can be used as the Section 106 compliance date when requesting authorization to proceed from MoDOT and FHWA.<br />
<br />
===136.6.4.1.4 Step 4, Mitigation of Adverse Effect===<br />
<br />
'''The LPA will implement and fulfill the stipulations of the MOA. Ultimately, the SHPO must concur that the stipulations of the MOA have been satisfied. '''<br />
<br />
Following the execution of the MOA, the LPA will implement stipulations of the MOA to mitigate the adverse effects upon the historic property(ies). The following mitigation measures have been used on various projects: <br />
<br />
<u>'''Bridges and Architectural Resources'''</u><br />
<br />
The LPA and FHWA consult with the SHPO to determine the level and kind of documentation required for the historic property during the development of the MOA: Historic American Engineering Record (HAER) documentation, Historic American Building Survey (HABS) standards, or state-level documentation, as identified in the [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effects (Bridge Documentation Standards)'']. For most of these historic properties the state-level documentation is selected as the preferred method for recordation. <br />
<br />
Bridges are advertised (in compliance with MAP-21) for availability and offered to interested parties for reuse in place or at an alternate location, but will be demolished if no one expresses a reasonable interest. The bridge should be advertised on MoDOT’s [http://www.modot.org/freebridges/ Free Bridges webpage] for a minimum of 60 days, which can be done in coordination with MoDOT Historic Preservation staff, as well as direct marketed to local governments, historical or preservation societies and trail groups in the area. The SHPO should be consulted regarding the agencies the bridge will be direct marketed to (this can be done as part of the MOA consultation). The transfer of ownership or demolition of the bridge occurs after the archival photographs, or the selection of photographs, has been accepted by the SHPO as adequate for the resource. <br />
<br />
The specific HABS/HAER guidelines can be found at the [http://www.nps.gov/history/hdp/standards/guidelines.htm National Park Service’s Heritage Documentation Programs website], but the basic documentation usually includes:<br />
<br />
::1. Copies of original plans or drawings. If copies of the original plans are not available, measured drawings may be produced at a precise scale from actual dimensions recorded in the field. Drawings may be produced either by hand or with computer-aided drafting. <br />
<br />
::2. Large-format photographs are produced as contact prints from 4x5 and 5x7 black-and-white negatives and color transparencies. The formats allow maximum enlargement with minimal loss of detail and clarity, and the black-and-white processing allows for archival stability. <br />
<br />
::3. Written histories place the site or structure within the appropriate context, addressing both the historical and the architectural or engineering aspects of its significance. <br />
<br />
Bridges should be documented to the Bridge Documentation Standard designated in the MOA. Guidance for researching, describing and photographing a historic bridge can be found in [[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]].<br />
<br />
:If the SHPO recommends that the historic property be documented to the state level of documentation, the following information should be provided: <br />
<br />
::1. 8 in. X 10 in. high-resolution black-and-white digital images (>600 dpi) to fully document overall views and details of the historic property. Photographs should be taken and processed according to [http://www.nps.gov/nr/publications/bulletins/photopolicy/index.htm standards for photographs] accompanying National Register documentation, including the appropriate considerations for paper and ink. It is a good idea to identify the paper and ink used, if possible. Digital, archival standard, compact discs with all views will be provided. <br />
<br />
::2. A historic narrative and technical descriptions for the historic property. <br />
<br />
::3. Plans or drawings for the historic property; specifically, floor plans for the historic building if it is architecturally significant and/or a copy of the original engineering construction plans for the historic bridge. <br />
<br />
::4. The final documentation shall be provided to the SHPO along with archival digital discs containing the TIFF images and report PDF. Additional copies shall be provided to appropriate local historical groups, and retained by the LPA. Bound copies and/or CDs of the final documentation also will be available to others upon request. <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:136.6.4.1.4 depot.jpg|400px|thumb|<center>'''Historic Marthasville Depot'''</center>]] ||[[image:136.6.4.1.4 restored depot.jpg|400px|thumb|<center>'''Restored Historic Marthasville Depot'''</center>]]<br />
|}<br />
<br />
The guidelines for [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf State Level Bridge Documentation Standards] are available. The general standards are described below. For all state level documentation photographs taken to NRHP standards are required.<br />
<br />
:1. Level I documentation is for major rivers and their tributaries and includes in depth documentation of the history of the bridge, including describing its planning process, how it influenced social history, commerce, and other broad patterns of history. 8X10 inch photographs, bridge plans, and a bridge description are required.<br />
<br />
:2. Level II documentation is a moderate level of documentation for small rivers and major creeks, with no significant association with historical events. It is anticipated that most bridges will be documented at this level. Historical documentation should document the engineering and transportation significance of the bridge including the planning for the bridge. 8X10 inch photograph, bridge plans and a brief description are required.<br />
<br />
:3. Level III documentation consists of a well-documented inventory form with citations, and will be used for bridges over small streams away from populated areas, lettered routes in rural areas, and for bridges that may contribute to a historic district but not be individually eligible. The documentation includes 8X10 inch photographs, bridge plans and a bridge description.<br />
<br />
:4. Level IV documentation is for bridges over small streams, creeks, highways or railroad crossings, that are not individually eligible but contribute to a larger historic property, and which have a low level of integrity; it is anticipated that few bridges will qualify for this level of documentation. This documentation consists of a documented inventory form, bridge plans and 5X7 inch photographs.<br />
<br />
<u>'''Archaeological Sites'''</u> <br />
<br />
If the adverse impacts to a National Register eligible archaeological site cannot be avoided (e.g., changes in roadway alignment, fencing, and burial under roadway fill) the usual mitigation measure is data recovery (i.e. site excavation). Excavation activities are typically limited to within the project limits. The guidance outlined in the Council’s publication, [http://www.achp.gov/archguide.html ''Recommended Approach for Consultation on the Recovery of Significant Information from Archaeological Sites''], should be followed in developing an archaeological data recovery plan. If a site is excavated, a qualified archaeologist must conduct the field investigations, analyze the remains, and prepare a Phase III data recovery report. Artifacts from excavations are the property of the LPA and must be curated at an archaeological curation facility. If human remains are encountered during the excavation, SHPO must be contacted and the state burial law ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194]) will need to be followed. Notification of the human remains should also be provided to FHWA and may need to be provided to consulting Indian tribes. <br />
<br />
In addition to the documentation materials for the SHPO and FHWA, and the National Park Service's Heritage Documentation Program for HAER and HABS, additional copies may be needed for distribution to local repositories (historical society or local library) and interested parties. <br />
<br />
If Steps 3 and 4 are required, then the date that FHWA signed the MOA is used as the Section 106 compliance date.<br />
<br />
==136.6.4.2 Section 4(f) of the U.S. Department of Transportation Act of 1966 and Section 6(f) of the Land and Water Conservation Fund Act (LWCFA) Properties==<br />
<br />
Section 4(f) of the U.S. Department of Transportation Act of 1966 requires that special consideration be given to publicly owned lands, or those held under a long-term lease, that are intended for use as public parks, recreation areas, or wildlife and waterfowl refuges as well as to publicly and privately owned historic sites listed or eligible for listing on the National Register of Historic Places. Codified at 49 U.S.C. 303, Section 4(f) applies to projects that receive funding from or require approval by a Department of Transportation (DOT) agency such as [http://www.fhwa.dot.gov/ FHWA].<br />
<br />
It is the LPA’s responsibility to establish whether the project will require the use of or impact any Section 4(f) resources. The LPA will evaluate possible use of Section 4(f) resources early in the development of a project, when various alternatives for the proposed project are being considered. Ultimately, FHWA makes all decisions regarding Section 4(f) compliance for highway projects: whether Section 4(f) applies to a property, whether a use will occur, whether a de minimis impact determination (discussed below) is made, assessment of each alternative’s impacts to Section 4(f) properties, and (after consulting with the appropriate officials who have jurisdiction) whether the law allows selection of a particular alternative.<br />
<br />
Before FHWA approves a project that uses Section 4(f) property, either the use must be determined to be de minimis or a Section 4(f) Evaluation must be completed. If the Section 4(f) Evaluation identifies a feasible and prudent alternative that completely avoids Section 4(f) properties, that alternative must be selected. If there is no feasible and prudent alternative that avoids all Section 4(f) properties, FHWA has some discretion in selecting the alternative that causes the least overall harm. FHWA may approve the use of land (permanent or temporary) from a Section 4(f) resource '''only if''': <br />
<br />
:1. There is no feasible and prudent avoidance alternative to the use of land from the property and <br />
<br />
:2. The action includes all possible planning to minimize harm to the property resulting from such use. <br />
<br />
===136.6.4.2.1 Section 4(f) for Historic Properties===<br />
<br />
To determine the applicability of Section 4(f) to historic sites, the LPA will consult with the FHWA (through the MoDOT district and MoDOT Historic Preservation staff), SHPO, and appropriate local officials to identify all properties listed on or eligible for the NRHP. The Section 4(f) requirements apply only to NRHP-listed or eligible properties that will be adversely affected, including archaeological sites chiefly significant for preservation in place, not data recovery. <br />
<br />
===136.6.4.2.2 Section 4(f) for Public Lands===<br />
<br />
If the federal, state, or local officials having jurisdiction over a park, recreation area, or refuge determine that the entire site is not significant, consideration under Section 4(f) is not required. The Section 4(f) land is presumed significant without such a determination and FHWA will decide whether Section 4(f) applies. The LPA must complete the Local Public Agency Section 4(f) compliance worksheet (for parks/refuges only) found in [[media:136.6.8 2013.doc|Fig. 136.6.8]].<br />
<br />
For federal or other public land holdings (e.g., state forests) that are managed for multiple uses under statutes permitting such management, Section 4(f) applies only to those portions of such lands that function for or are designated in the plans of the administering agency as being for significant park, recreation, or wildlife and waterfowl refuge purposes. The officials having jurisdiction over the lands determine which lands so function or are so designated, and the significance of those lands. FHWA reviews this determination to assure it is reasonable. The determination of significance applies to the entire area used for such park, recreation, or wildlife and waterfowl refuge purposes. <br />
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===136.6.4.2.3 ''De Minimis'' Determination===<br />
<br />
A ''de minimis'' finding means that a transportation use of a Section 4(f) property will cause minimal impact to the resource after considering impact avoidance, minimization, and mitigation or enhancement measures. If FHWA determines that the use of Section 4(f) land will have no adverse effect on the protected resource and obtains written agreement to such determination from the responsible official(s) with jurisdiction over the resource, an analysis of avoidance alternatives is not required and Section 4(f) is complete. Although a ''de minimis'' impact determination does not require evaluating whether avoidance alternatives are feasible and prudent, FHWA does consider any impact avoidance, minimization, and mitigation or enhancement measures that are included in the project to address the impacts and adverse effects on the Section 4(f) resource. The purpose of taking such measures into account is to encourage incorporating Section 4(f) protective measures as part of the project. ''De minimis'' impact findings are expressly conditioned upon implementation of any measures that were used to reduce the impact to a ''de minimis'' level. The LPA is responsible for ensuring such measures are implemented.<br />
<br />
The ''de minimis'' impact criteria for historic sites are different from those for parks, recreation areas, and wildlife and waterfowl refuges. ''De minimis'' impacts on historic sites are defined as either a “no adverse effect” determination or “no historic properties affected” in compliance with Section 106 of the NHPA. ''De minimis'' impacts relative to publicly owned parks, recreation areas, and wildlife and waterfowl refuges are those that do not adversely affect the activities, features, or attributes of the resource.<br />
<div id="In making a de minimis"></div><br />
In making a ''de minimis'' impact finding, FHWA must consider the facts supporting a ''de minimis'' impact determination, the record of coordination that precedes the'' de minimis'' finding, and the concurrence of the official(s) with jurisdiction. FHWA has the ultimate responsibility of ensuring that ''de minimis'' impact findings and required concurrences are reasonable. If FHWA makes a ''de minimis'' determination, the MoDOT district contact will notify the LPA, who will need to assemble the documentation required to support the finding. [[https://www.environment.fhwa.dot.gov/legislation/section4f.aspx?_gl=1*mavdga*_ga*MTY5NzY4ODA1OC4xNzExMTM2MTgy*_ga_VW1SFWJKBB*MTcxMTEzNjE4MS4xLjEuMTcxMTEzNjQxNi4wLjAuMA.. Documentation requirements] are available. The public must also be afforded an opportunity to review and comment on the effects of the project on the protected activities, features, or attributes of the Section 4(f) property (see [[:Category:129 Public Involvement#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]]).<br />
<br />
===136.6.4.2.4 Programmatic Section 4(f) ===<br />
<br />
FHWA has approved five nationwide programmatic Section 4(f) evaluations. One covers federal-aid highway projects that use minor amounts of land from publicly owned public parks, recreation areas, or wildlife and waterfowl refuges. A second covers highway projects that use minor amounts of land from historic resources either listed on or eligible for the National Register of Historic Places (NRHP). The third programmatic Section 4(f) covers the use of historic bridges. The fourth is for independent bikeway or walkway construction that requires the use of recreation areas or parkland. The fifth is the net benefit programmatic Section 4(f) evaluation for projects that will use land from a Section 4(f) park, recreation area, wildlife or waterfowl refuge, or historic property and will result, in the view of FHWA and the official(s) with jurisdiction over the Section 4(f) property, in a net benefit to the 4(f) property. <br />
<br />
The programmatic Section 4(f) documentation must demonstrate that the project meets applicability criteria for a programmatic evaluation, that avoidance alternatives have been evaluated, that no feasible and prudent alternatives exist, and that appropriate mitigation measures have been included. It must also include correspondence demonstrating that the official(s) with jurisdiction over the Section 4(f) resource agrees with the assessment of impacts and with the proposed mitigation measures. The documentation should be self-contained and self-explanatory since it will be available to the public upon request. With the exception of the programmatic Section 4(f) for historic bridges, a programmatic 4(f) evaluation cannot be used on projects requiring preparation of an EIS. <br />
<br />
Using the nationwide programmatic evaluations can streamline the Section 4 (f) process for qualifying projects by eliminating some of the project-by-project internal review and interagency coordination. The [http://www.environment.fhwa.dot.gov/4f/4fnationwideevals.asp applicability criteria for the programmatic Section 4(f) evaluations] are available. For projects meeting the criteria, the programmatic Section 4(f) evaluation satisfies the requirements of Section 4(f) and no individual Section 4(f) evaluations need be prepared. The FHWA division office is responsible for reviewing each individual project to determine whether it meets the criteria and procedures of the programmatic Section 4(f). <br />
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===136.6.4.2.5 Section 4(f) Evaluation Process===<br />
<br />
When adequate support exists for a Section 4(f) determination and the use of the property does not qualify for a de minimis determination or one of the nationwide programmatic Section 4(f) evaluations, the LPA will complete a Section 4(f) Evaluation. The evaluation must specifically explain why the alternatives to avoid the Section 4(f) property are not feasible and prudent and describe all measures that will be taken to minimize harm to the Section 4(f) property. Supporting information should demonstrate that there are unique problems or unusual factors involved in the use of alternatives that avoid the properties or that the cost, social, economic, environmental impacts, or community disruption resulting from such alternatives reach extraordinary magnitudes. <br />
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FHWA will review the final Section 4(f) evaluation for legal sufficiency before issuing an approval. LPAs will not proceed with any project requiring the use of Section 4(f) property and determined to be classified as a CE until notified by FHWA of Section 4(f) approval. For projects classified as EA or EIS, Section 4(f) approval is documented on a separate signature page concurrently with FHWA’s approval of the Finding of No Significant Impact (FONSI) or the final EIS. For EIS projects, the LPA should briefly summarize the Section 4(f) impacts and mitigation measures in the Record of Decision (ROD). <br />
<br />
Circulation of a separate Section 4(f) evaluation is required when: <br />
<br />
1. A proposed modification to the alignment or design after approval of the CE, EA, FONSI, draft EIS, final EIS, or ROD would require the use of Section 4(f) property; <br />
<br />
2. FHWA determines that Section 4(f) applies to a property after approving the CE, EA, FONSI, draft EIS, final EIS, or ROD; or <br />
<br />
3. A proposed modification to the alignment, design, or measures to minimize harm after the original Section 4(f) approval would result in a substantial increase in the amount of Section 4(f) land use, a substantial increase in the adverse impacts to Section 4(f) land, or a substantial reduction in mitigation measures. <br />
<br />
If FHWA determines that Section 4(f) is applicable after approval of the CE, EA, FONSI, final EIS, or ROD, the decision to prepare and circulate a Section 4(f) evaluation will not necessarily require the preparation of a new or supplementary environmental document. Where a separate circulated Section 4(f) evaluation is prepared, such evaluation does not necessarily: <br />
<br />
1. Prevent the issuance of new approvals, <br />
<br />
2. Require the withdrawal of previous approvals, or <br />
<br />
3. Require the suspension of project activities for any activity not affected by the Section 4(f) evaluation. <br />
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Detailed information on preparing a Section 4(f) Evaluation is provided in [[media:136.6.9.doc|Fig. 136.6.9]].<br />
<br />
===136.6.4.2.6 Section 6(f) of the Land and Water Conservation Fund (LWCF) Act and Similar Grant Programs===<br />
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The Land and Water Conservation Fund (LWCF) Act provides funds for the acquisition and development of public outdoor recreation facilities. These could include community, county, and state parks, trails, fairgrounds, conservation areas, boat ramps, shooting ranges, etc. Section 6(f) of the LWCF Act places restrictions on public recreation facilities funded with LWCF monies— LWCF-assisted facilities must be maintained for outdoor recreation in perpetuity. Therefore, use of such property for a transportation project will require mitigation that includes replacement land of at least equal value and recreational utility. Section 6(f) documents are lengthy, frequently taking one to two years to process, and also require a signed Section 4(f) document to be completed. <br />
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Section 4(f) ''de minimis'' impact findings do not satisfy the requirements of Section 6(f) of the LWCF Act or other U.S. Department of Interior (DOI) grants-in-aid programs. Projects that propose the use of land from a property or site purchased or improved with funds under the LWCF Act, the Federal Aid in Sport Fish Restoration Act (Dingell-Johnson Act), the Federal Aid in Wildlife Restoration Act (Pittman-Robertson Act), or other similar law, or lands otherwise encumbered with a federal interest will require the LPA to coordinate with the appropriate federal agency regarding the agency's position on the land conversion or transfer. Other federal requirements that may apply to the Section 4(f) land should be determined through consultation with the officials with jurisdiction or appropriate DOI or other federal official. These federal agencies may have regulatory or other requirements for converting land to a different use. These requirements are independent of a ''de minimis'' impact finding and must be satisfied. <br />
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The Urban Park and Recreation Recovery (UPARR) program has provided funds toward the renovation and rehabilitation of numerous urban parks and recreation facilities. Although the UPARR funds may have been used in only a portion of a site or facility or were only a small percentage of the funds needed to renovate or rehabilitate a property, no property improved or developed with UPARR assistance can be converted to other than public recreation uses without the advance approval of the National Park Service. To be approved, a formal request for the conversion must be made by the grant recipient (urban city or county). The request must document that all alternatives to the conversion have been evaluated and rejected on a sound basis, required replacement land being offered as a substitute is of reasonably equivalent location and recreational usefulness, and the property for substitution meets the eligibility requirements for UPARR assistance.<br />
<br />
Conversions of land funded by any of the aforementioned grant programs are tightly restricted by terms of the grant agreement and generally require lengthy coordination to meet the requirements for conversion. <br />
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==136.6.4.3 Section 404 Permits for Wetlands and Streams==<br />
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Projects that involve stream crossing(s) and/or impacts to wetlands under the jurisdiction of the U.S. Army Corps of Engineers (COE) require a Section 404 Permit or written confirmation that impacts will not trigger submittal of a Section 404 permit application. A Section 404 permit may be required for fill in any water body (waters of the U.S.)—lakes, ponds, streams, rivers, and wetlands. The COE will make a final determination as to the extent of its jurisdiction and the appropriate permit(s) for all regulated activities. If the proposed action impacts a wetland, a determination must be made that there is no practicable alternative to the wetland impact or floodplain encroachment.<br />
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The following information is required to satisfy NEPA reporting requirements as they pertain to impacts related to Section 404:<br />
<br />
:1. A description of impacts to all streams, wetlands, and other water bodies.<br />
:2. All coordination efforts with regulatory and resource agencies to avoid, minimize, and mitigate for impacts.<br />
:3. Impacts of alternatives to the proposed action.<br />
:4. Commitments and other mitigation measures for the project.<br />
<br />
Stream and/or wetland impacts exceeding 0.5 acre or channelization beyond the minimum necessary to construct or protect the linear transportation project may require an individual permit. If the COE issues an individual Section 404 permit for project activities, the LPA must obtain an individual Section 401 Water Quality Certification from the Department of Natural Resources (DNR). For a nationwide permit (NWP), the LPA is obligated to follow the conditions specific to the appropriate NWP within DNR’s conditional 401 certifications. Most NWPs will not require an individual request for DNR’s Section 401 Water Quality Certification, because the agency has granted conditional certification for the majority of commonly used NWPs. The LPA must include the appropriate 401 certification conditions for their respective NWP(s) in the construction contract (see Item no. 3, below, for link to conditions). <br />
<br />
The LPA should send duplicate permit applications concurrently to the COE and DNR for individual Section 404 permits/401 certifications. The COE application must be accompanied by copies of applicable permits, concurrence/clearance letters, or correspondence from resource agencies (particularly U.S. Fish & Wildlife Service for federally listed threatened or endangered species concerns under Section 7 Endangered Species Act (ESA) and the Missouri Department of Natural Resources’ State Historic Preservation Office (SHPO) for Section 106 compliance) verifying any regulatory requirements for the project. '''Section 404 permit issuance is dependent upon demonstrating compliance with other agencies’ regulatory requirements.''' This applies to both individual permits and NWPs requiring pre-construction notification. Therefore, Section 7 ESA consultation with the USFWS and Section 106 consultation with the SHPO must be complete before the COE will issue a permit or verify NWP coverage (please see EPG 136.6.4.1 and EPG 136.6.4.5 for detailed information on MoDOT’s role in ensuring ESA and Section 106 compliance on behalf of FHWA). Once the COE is ready to issue the individual permit, it will request 401 certification issuance from DNR. The LPA must include in the construction contract both the 404 and 401 permits and the conditions covered therein. A [https://www.usace.army.mil/Missions/Civil-Works/Regulatory-Program-and-Permits/Obtain-a-Permit/ 404 permit application form] is available. <br />
<div id="On linear transportation projects"></div><br />
On linear transportation projects where permanent fills impacting waters of the U.S. (not including wetlands) do not exceed 0.1 acre, there is no legal obligation to submit an application to the COE, unless one of the pre-construction notification requirements applies (see NWP descriptions and notification requirements, pages 1983-1998 of the [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Federal Register]). If a project meets the “no pre-construction notification” condition, the LPA must provide a written statement to MoDOT verifying that permanent project impacts will not exceed 0.1 acre and upload that determination to the RER as documentation of such. If either temporary or permanent impacts to wetlands will result from project construction, then a permit submittal is required. <br />
<br />
For impacts that exceed the nationwide permit pre-construction notification thresholds, the LPA must obtain a permit from the COE and provide it to MoDOT. In either the no pre-construction notification or the permit application submittal scenario, if NWP(s) apply, then the LPA is required to abide by all of the following conditions and include them in all contract proposals to validate the NWP(s): <br />
<br />
1. The 32 Nationwide Permit General Conditions. The [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf 2017 Nationwide Permit Conditions] define the general conditions on pages 1998-2004 (under ''C. Nationwide Permit General Conditions'').<br />
<br />
2. The Regional Special Conditions for NWPs. The Nationwide Permit (NWP) [http://www.mvs.usace.army.mil/Portals/54/docs/regulatory/permits/2017NWP_MORegCon.pdf Regional Conditions] are available. <br />
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3. The State of Missouri Section 401 Water Quality Certification General & Specific Conditions. The [https://dnr.mo.gov/pubs/pub2815.htm State of Missouri 401 Water Quality Certification] conditions for Nationwide Permits are available.<br />
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==136.6.4.4 Channel Modification==<br />
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Channel changes alter the conditions of the natural waterway and may increase velocity of the flowing water, sometimes enough to damage the highway embankment near the stream or cause excessive scour around footings of structures. Because channel modifications may result in such outcomes, alterations should be avoided to the fullest extent practical. Where channel alterations are unavoidable, the environmental, hydraulic, legal, and geomorphic aspects involved must be evaluated. The effect on peak flow downstream and the affected flow area should be determined. Relative to Section 404 permitting, any channelization should be kept to an absolute minimum and should only be undertaken to facilitate or protect a construction project. The LPA must include justification for any channel changes in the Section 404 permit application. <br />
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1. The new channel should duplicate the existing stream and floodplain characteristics as nearly as possible, including stream width, depth, slope, flow regime, sinuosity, bank cover, side slopes, and flow and velocity distribution. <br />
<br />
2. Channel modification may be constructed if the average channel velocity would not be increased beyond the scour velocity of the predominant soil type at the project site. <br />
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3. The COE will require individual permit authorization for projects with channel modification beyond the minimum needed to construct or protect the linear transportation project. Such modifications must be in the immediate vicinity of the project and the LPA will be required to do stream mitigation to compensate for the channel loss. This can drastically add to the cost of a project; it may require a monetary contribution to an approved stream mitigation bank/in lieu fee program or the acquisition/restoration and/or, in very limited circumstances, protection of a previously impacted stream resource. <br />
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==136.6.4.5 Threatened and Endangered Species and Migratory Birds==<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="460px" align="right" <br />
|-<br />
|'''Threatened and Endangered Species Program Guidance Videos'''<br />
|-<br />
|[https://youtu.be/Kg3bqv3meJk Chap. 1, Overview and Background Information]<br />
|-<br />
|[https://youtu.be/jGbwlNbP5-k Chap. 2, Common Field Assessments: Bats and Birds]<br />
|-<br />
|[https://youtu.be/ZRtRSpUHNTc MDC Tutorial: Natural Heritage Review]<br />
|-<br />
|'''Threatened and Endangered Species Assessments'''<br />
|-<br />
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]<br />
|-<br />
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]<br />
|} <br />
Threatened and endangered (T&E) species considerations for FHWA funded projects include potential impacts to rare plants, animals, critical habitat, and natural communities (e.g., caves, prairies, karst). FHWA must document compliance with federal and state laws governing potential impacts to listed species. Project sponsors receiving federal aid are required to thoroughly investigate any impacts their projects might have on federally listed T&E species and any federally designated critical habitats. <br />
<br />
The state of Missouri also tracks the status of over 1,100 plant and animal species that are considered rare in the state. Of these, 70 are listed as state endangered (current as of the 2019 Missouri Species and Communities of Conservation Concern publication). The state Endangered Species Law and the Missouri Wildlife Code protect state listed species. All FHWA funded projects in Missouri must also address potential impacts to state listed species. <br />
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===136.6.4.5.1 Laws and Regulations===<br />
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* The [http://www.fws.gov/endangered/laws-policies/index.html Endangered Species Act of 1973] (ESA) requires FHWA to consult with the U.S. Fish and Wildlife Service (FWS) regarding their projects and measures that can be implemented to minimize or eliminate project impacts to federally protected species and critical habitats. FHWA has designated MoDOT as the only non-federal agency that can conduct ESA Section 7 consultation on their behalf. Project sponsors must provide MoDOT with all the necessary information to document effect determinations for all federally protected species that could occur in the project area. If necessary, MoDOT will complete Section 7 consultation directly with FWS for all projects which May Affect (positively or negatively) federally listed species.<br />
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* The National Environmental Policy Act ([https://www.environment.fhwa.dot.gov/projdev/index.asp NEPA]) of 1969 (as amended) requires consideration of the physical environment for any project that uses federal funding or requires federal permits. <br />
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* The Missouri Revised Statute, Title XXXVIII, Chapter 569 (formerly CH 578, Missouri Cave Resources Act), defines prohibited actions for caves regarding trespass, vandalism, contamination, and destruction. <br />
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* The Missouri Revised Statute, Title XVI, Chapter 252, which defines the Missouri Endangered Species Law, and the Missouri Code of State Regulations, Title 3, Division 10, Chapter 4 (Wildlife Code: General Provisions) extend special protections to species that are listed as endangered in the state. The Missouri Department of Conservation (MDC) administers the Wildlife Code which pertains to permissible and prohibited actions for Missouri fish, wildlife, and plants. MDC also tracks locations of federally protected and state endangered species and species and communities of conservation concern in Missouri.<br />
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===136.6.4.5.2 Process===<br />
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The ESA requires federal agencies to evaluate every project and determine whether it could have a negative impact on any federally listed T&E species or their critical habitat. Sponsors must provide this evaluation to MoDOT for their federally funded projects and give sufficient data to justify their impact assessment for each species that could occur in the project area. T&E information should be made available to MoDOT Design Environmental Section at least 6 months ahead of Plan Submittal and Estimates (PS&E) date. Please refer to the [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]] for examples of how to assess species impacts from your federally funded project. <br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|'''Additional Info'''<br />
|-<br />
|[[media:136.6.4.5.2.pdf|FHWA Feb 2015 non-fed designation letter]]<br />
|}<br />
<br />
Under the ESA, no action can be taken that will jeopardize the continued existence of any federally listed threatened or endangered species or result in the destruction or adverse modification of critical habitat for such species. If an action May Affect a federally listed species or critical habitat, FHWA and MoDOT must consult with the FWS to determine how to eliminate or minimize those impacts. <br />
<br />
====136.6.4.5.2.1 Sponsor Responsibilities====<br />
The sponsor must submit via the Request for Environmental Review (RER) database the completed T&E assessment package in timely manner to allow a reasonable amount of time to obtain clearance for T&E requirements and consultation, which in some case could take up to 6-8 months. Please refer to [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]], to find the appropriate information to be submitted. NOTE: Threatened and Endangered Species clearance is now required by Missouri FHWA prior receiving NEPA classification approval. (See [[LPA:136.8 Local Public Agency Land Acquisition|EPG 136.8 Local Public Agency Land Acquisition]]). <br />
<br />
[[image:127.7.2.jpg|center|800px|thumb|<center>'''Missouri is home to 14 species of bats. Three of these species are federally protected and call Missouri caves and forests home. Occasionally, they also call our infrastructure “home”, at least temporarily. Bats can form colonies on or in bridges or use them as temporary day or night roosts, sleeping during the day, or stopping over at bridges to rest at night while feeding. Only one of these photos shows bats in a “natural” habitat; the top left photo is of Indiana bats clustering in a cave, which would be during winter hibernation. The rest are all photos of bats, even federally protected species, taking advantage of the cracks and crevices in our bridge structures. Take care to check bridges for signs of bat use prior to bridge rehabilitation or replacement projects. If you do ever see bats utilizing bridges, please do not disturb them and report the occurrence to the Environmental Staff at MoDOT. </center>''']]<br />
<br />
It is up to the sponsor to produce a written evaluation of their project's impacts on each listed species. The sponsor must demonstrate a basic understanding of the habitat requirements for each species from the FWS official project species list and assess if the same habitat exists in the project area. MoDOT has provided example habitat descriptions for the sponsor to use in evaluating project impacts ([[media:Fig. 136.6.19.pdf|Fig 136.6.19]]). If there is suitable habitat in the project limits, then the project May Affect listed species. The sponsor or their consultant should submit the full project limits, easements, right-of-way, utilities, staging, storage, temporary crossing, and access and ground disturbance information along with aerial photos, plans (if available) and diagrams of the full project impacts. <br />
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<center><br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center" <br />
|-<br />
|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''<br />
|-<br />
|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].<br />
|-<br />
|[[image:136.6.18photo.jpg|center|720px]]<br />
|}<br />
</center> <br />
The sponsor may be asked to provide additional detailed information about the project which may include contracting for additional species and habitat surveys. The sponsor and/or the consultant may need to work with MoDOT environmental staff to determine measures that could be implemented to minimize the project’s impacts on T&E species. It is important that the sponsor, and not just the consultant, be involved in this process to ensure that suggested changes to the project are feasible and will be implemented. Any measures to minimize or eliminate impacts to T&E species must become contract commitments (i.e., job special provisions, design modifications, plan notes, etc.).<br />
<br />
====136.6.4.5.2.2 Environmental Section Responsibilities====<br />
Upon receiving a completed T&E submittal from the LPA sponsor or their consultant (refer to steps in the [[media:Fig._136.6.18_Edited_08.03.2022.pdf|T&E Checklist]]), MoDOT environmental staff will review the project details and impact evaluations from the sponsor and provide a written determination of effect for all listed species. This documentation may be in agreement with or in addition to the sponsor’s evaluation. Official effect determinations must be documented in the permanent NEPA record. MoDOT environmental staff will also specify what actions need to occur to address any environmental issues and who needs to perform those actions (the sponsor or MoDOT). MoDOT will handle all coordination with the FWS to obtain any necessary clearances. <br />
<br />
If the sponsor determines and MoDOT agrees that there will be No Effect on listed species or their suitable habitat, then the ESA requires no further coordination at that time. In the RER, MoDOT will document that the project is clear of any T&E species constraints. If any measures or modifications are necessary to achieve a No Effect determination, these will become commitments during the NEPA decision making process and require follow-through for compliance.<br />
<br />
If it is determined that a federally listed T&E species, suitable habitat, critical habitat, or other federally protected resource is present or is likely to occur within the project limits and the action may affect a listed species or federally designated critical habitat, FHWA and MoDOT are required to complete ESA consultation with the FWS. The ESA describes two types of consultation, formal and informal. Formal consultation is required when there will be an Adverse Effect on a listed species or Adverse Modification of federally designated critical its habitat. It is rarely necessary, and therefore it is not covered in detail here. Should formal consultation become necessary, FHWA, MoDOT, and the sponsor would work through the process together. <br />
<br />
=====136.6.4.5.2.2.1 Informal Consultation=====<br />
Informal consultation is conducted when a T&E species, suitable habitat, or critical habitat is present or likely to occur in the proposed project area and MoDOT on behalf of FHWA has determined that the project “may affect, but is not likely to adversely affect” (NLAA) the species. Informal consultation can only be completed if FHWA and MoDOT can provide data to show that they have removed all potential for the project to have an adverse effect on the species or its critical habitat. As the designated non-federal representative of FHWA, MoDOT environmental staff submits project details, species assessments, and effect determinations to FWS justifying that the project is not likely to adversely affect the species and request written concurrence. The justification for this submittal is taken from the sponsor’s evaluation of the project impacts. It may be necessary for the sponsor to conduct additional surveys, commit to seasonal restrictions, or modify the design of the project to avoid or minimize impacts to listed species. Commitments made during consultation must be followed to be in compliance with federal laws. All T&E commitments must be included in the NEPA documentation and attached to the RER. Once the documentation is submitted to the FWS, they usually respond within 30 days. If they concur with the NLAA determination, and the sponsor has committed to conservation measures which will be implemented for the project, then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance. If FWS does not concur with that determination, then either additional clarification and protection measures may be needed or formal consultation is necessary. <u>Informal consultation with the FWS should begin three to six months prior to Plans, Specs, and Estimates (PS&E) to allow time to complete the process and avoid project delays.</u> <br />
<br />
=====136.6.4.5.2.2.2 Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat Only=====<br />
Your project may qualify for consultation under a programmatic agreement for summer bat habitat impacts if certain conditions can be met. The FWS and FHWA entered into an agreement for streamlining consultation for projects that are NLAA Indiana and northern long-eared bats. [http://www.fws.gov/midwest/endangered/section7/fhwa/index.html More information about this programmatic consultation agreement] is available.<br />
<br />
Generally, if suitable summer bat habitat is present in the project limits, trees to be removed for the project are entirely within 100 ft. of the existing road, and the sponsor commits to seasonal tree clearing (i.e. clearing suitable bat habitat only between November 1 and March 31) then the project likely qualifies for programmatic consultation. The justification for this assessment is taken from the sponsor’s evaluation of the project impacts. It will be necessary for the sponsor to commit to seasonal tree clearing restrictions. MODOT environmental staff will submit documentation to FWS describing project details and verifying the project meets the programmatic consultation criteria. Once submitted to the FWS, they have 14 days to ask for additional information. If there is no comment during that time, the project has automatic concurrence for Indiana and northern long-eared bat impacts. <u>If “No Effect” determinations are made for all other species,</u> then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance.<br />
<br />
===136.6.4.5.3 Migratory Birds===<br />
<br />
Sponsors could encounter the nests of bird species protected by the [https://www.fws.gov/laws/lawsdigest/migtrea.html Migratory Bird Treaty Act of 1918] (MBTA) while conducting bridge repairs and replacements. Several bird species protected by the Act commonly construct their nests on the underside of bridge decks and on the substructure. These most often include cliff swallows, barn swallows, Eastern phoebes, and American robins. Cliff swallows build their gourd-shaped mud nests in colonies, sometimes containing hundreds of nests. Often, these nests are found on bridges over water but they can also occur on bridges over major highways and railroads, particularly if the bridge is in a floodplain or near permanent water. Barn swallows also build mud nests, but they are cup-shaped and not enclosed like cliff swallows. They will also nest in colonies, but usually these are much smaller than those of cliff swallows. <br />
<br />
[[image:136.6.4.5.3.jpg|center|700px|thumb|<center>'''Cliff swallows under a concrete bridge over a stream. This species generally nests in colonies of several birds, building their own nests in a matter of days from mud pellets. Once eggs are laid in a nest, it would be a violation of the Migratory Bird Treaty Act to destroy the nest and its eggs, young birds, or adults without a permit. The general breeding dates for this species in Missouri is April 1 through July 31, however, they could nest before and after those dates. Cliff swallows can brood multiple clutches (groups of eggs) during a single breeding season.'''</center>]]<br />
<br />
Eastern phoebe and American robin nests are frequently found on smaller bridges over small rivers. Usually they are on the top of substructure steel components and near the abutments. They are not colony nesters but sometimes 3 or 4 nests can be found on a single bridge. Other MBTA-protected species can also be found nesting on bridges, but they are not common. Several bird species that are not protected by the MBTA are often seen nesting on bridges. These include pigeons (rock doves), European starlings, and house sparrows. These species are all non-native introductions to the US and therefore, they are not protected by the MBTA.<br />
<br />
====136.6.4.5.3.1 Laws and Regulations====<br />
The Migratory Bird Treaty Act of 1918 makes it illegal for anyone to take, possess, import, export, transport, sell, purchase, barter, or offer for sale, purchase or barter any migratory bird, or the parts, nests or eggs of such a bird except under the terms of a valid permit issued pursuant to Federal regulations. The migratory bird species protected by the act are listed in [https://www.fws.gov/migratorybirds/pdf/policies-and-regulations/MBTAListofBirdsFinalRule.pdf 50 CFR 10.13]. "Take" refers to killing adults, eggs or young of the bird species protected by the act. <br />
<br />
====136.6.4.5.3.2 Process====<br />
All projects that involve impacts to the underside of bridge decks, the substructure, or concrete box culverts should be checked for the presence of nesting birds. For LPA projects, the project sponsor or their consultant is expected to perform the inspection and report it on the Request for Environmental Review (RER) and [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]. <br />
<br />
Inspections should take place within a year of the anticipated letting date. The checklist notes additional requirements for documenting bridge inspections. If no nests are noted, the project will be cleared and nothing further is required. If nests are noted, a Job Special Provision will need to be placed in the contract that provides guidance on how to avoid violating the MBTA. Often, removal of the old, inactive nests (those without eggs or young) before the project starts, and maintenance of the bridge in a nest-free condition until construction, is necessary. Nest removal should be done in the non-breeding season. Generally speaking, the assumed active breeding season for the majority of the birds that would use bridge and culvert structures as habitat is between April 1 and July 31. However, these are just general dates and no active bird nests should be disturbed without a permit, even outside of these dates.<br />
<br />
[[image:136.6.4.5.3.2.jpg|center|475px]]<br />
<br />
=====136.6.4.5.3.2.1 Sponsor Responsibilities=====<br />
The Sponsor is responsible for reporting any nests known to be present on the structure when submitting the RER and on the LPA Environmental T&E Checklist (see excerpt below). If nests are present, a JSP for avoidance will be used and must be followed. <br />
<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center" <br />
|-<br />
|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''<br />
|-<br />
|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].<br />
|-<br />
|[[image:136.6.4.5.3.2.1.jpg|center|720px]]<br />
|}<br />
<br />
=====136.6.4.5.3.2.2 Environmental Section Responsibilities=====<br />
<br />
During RER reviews, the MoDOT Environmental Specialist will review the project description, plans, photos, and written assessments and determine if the project has the potential to harm protected species. MoDOT will confirm with the sponsor the JSP will be used prior to clearing the Migratory Bird review on the RER. If a project is already under construction, and nests are noted on the bridge, MoDOT will assist in determining if the nests are active, if they belong to an MBTA-protected species, and to provide the sponsor with options to avoid violations of the MBTA.<br />
<br />
==136.6.4.6 Base Floodplain and Regulatory Floodway==<br />
<br />
Floodplains provide a number of important functions in the natural environment—creating wildlife habitat, providing temporary storage of floodwater, preventing heavy erosion caused by fast-moving water, recharging and protecting groundwater, providing a vegetative buffer to filter contaminants, and accommodating the natural movement of streams. Executive Order 11988—Floodplain Management, Federal Highway Administration (FHWA) policy and procedures in 23 CFR 650, and other federal floodplain management guidelines direct agencies to evaluate floodplain impacts for proposed actions. <br />
<br />
Floodplains can be described by the frequency of flooding that occurs. With Executive Order 11988, the base, or one percent annual chance, flood was formally adopted as a standard for use by all federal agencies. The base flood is the flood that has a one percent chance of being equaled or exceeded each year. Thus, the base flood can occur more than once in a relatively short period of time. The base flood is commonly labeled the “one percent flood” and often inappropriately referred to as the “100-year” flood. Larger floods may, and often have, occurred but the one percent flood is the generally accepted regulatory standard.<br />
<br />
The National Flood Insurance Program (NFIP) uses the base flood as the standard for floodplain management and to determine the need for flood insurance. When available, NFIP flood hazard boundary maps and flood insurance studies for the project area are used to determine the limits of the base (1%) floodplain and the extent of encroachment (an action within the limits of the base floodplain). The base floodplain is the area of one percent flood hazard within a county or community—that is, the area in which the flood has a one percent chance of being equaled or exceeded in any given year. <br />
<br />
The regulatory floodway is the area of a stream or river channel plus any adjacent floodplain areas that must be kept open to convey floodwaters from the base flood without increasing the height of the flood more than a certain amount. Federal Emergency Management Agency (FEMA) restrictions do not allow projects to cause any rise in the regulatory floodway and no more than a one-foot cumulative rise may result from all projects in the base (1%) floodplain. [[media:136.6.10.doc|Fig. 136.6.10]] illustrates the various elements of a typical floodplain.<br />
<br />
The LPA provides information on the LPA Request for Environmental Review (RER) form regarding community participation in the NFIP and whether the project is located in a Special Flood Hazard Area (SFHA). The SFHA is the land area covered by the floodwaters of the base flood on NFIP maps and where the NFIP's floodplain management regulations must be enforced. A current list of communities for which FEMA Flood Insurance Studies have been performed is available in the [http://www.fema.gov/national-flood-insurance-program/national-flood-insurance-program-community-status-book National Flood Insurance Program Community Status Book]. [http://www.fema.gov/cis/MO.pdf Missouri-only data] is also available. If the project is located in a community or county that has not been mapped, the LPA notes this. If the community has been mapped, the LPA identifies whether the project is located in the 100-year floodplain and/or regulatory floodway.<br />
<br />
The MoDOT district contact will inform the LPA of the need to obtain a floodplain development permit ([http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11 LPA Floodplain Development Permit Application]) from the local floodplain administrator or whether, for projects proposed within regulatory floodways, the LPA must obtain a “no-rise” certificate before a Floodplain Development Permit is issued. To find contact information for your local floodplain administrator, use the menu or map feature under Local Floodplain Administrator on the [http://www.sema.dps.mo.gov/programs/floodplain/ State Emergency Management Agency website]. [http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12] contains the Engineering "No-Rise" Certification form and [[media:136.6.13.doc|Fig. 136.6.13]] describes Procedures for “No-Rise” Certification for Proposed Development in the Regulatory Floodway. <br />
<br />
LPAs that participate in the NFIP must ensure that floodplain developments meet the NFIP regulations identified in [https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml Title 44, Code of Federal Regulations], Parts 59 through 78. (Parts 59 and 60 contain the most applicable information for a typical project.) The LPA, with assistance from the local floodplain administrator, is responsible for ensuring that FEMA NFIP requirements are met. The LPA is also responsible for obtaining all required certifications before construction begins. The LPA should note that if a project requires a Clean Water Act Section 404 permit, the floodplain development permit cannot be issued until the 404 permit is issued by the US Army Corps of Engineers ([https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml 44CFR60.3a]). Issuance of the 404 permit is also dependent on other applicable clearances such as Section 106 of the National Historic Preservation Act and Section 7 of the Endangered Species Act. Additionally, because the NFIP requirements may control the hydraulic design of the project, the LPA is advised to investigate this in the early stages of the project. <br />
<br />
For the convenience of LPAs and engineers, [http://msc.fema.gov/portal FEMA Flood Insurance Studies and flood maps] pertaining to a project site can be viewed by selecting “Flood Insurance, Flood Maps, and/or All Flood Information.” Hardcopies of the FEMA Flood Insurance Studies and Flood Maps can also be ordered through the same site.<br />
<br />
==136.6.4.7 State Emergency Management Agency (SEMA)/Federal Emergency Management Agency (FEMA) Buyout Lands==<br />
<br />
The Flood Disaster Protection Act of 1988 (The Stafford Act), under Section 404, identified the use of disaster relief funds for the Hazard Mitigation Grant Program (HMGP), including the acquisition and relocation of flood-damaged property. The Volkmer Bill further expanded the use of HMGP funds under Section 404 to “buy out” flood-damaged property that had been affected by the Great Flood of 1993. <br />
<br />
These FEMA buyout properties have numerous restrictions. No structures or improvements may be erected on these properties unless the improvements are open on all sides. The site can be used only for open space purposes and must remain in public ownership. These conditions and restrictions (among others), along with the right to enforce same, are deemed to be covenants running with the land in perpetuity and are binding on subsequent successors, grantees, or assigns. Any project decision involving a FEMA buyout property should consider that it may take two to three years to obtain an exemption from FEMA to use this parcel, and if allowed, the exemption would likely be a permanent easement rather than a transfer of property. <br />
<br />
==136.6.4.8 Stormwater and Erosion Control==<br />
<br />
Provisions of the federal Clean Water Act (CWA) and related state rules and regulations require stormwater permits for construction activities that disturb areas of one acre or more. Prior to initiation of any federal-aid project, the LPA needs to determine the acreage that will be disturbed. If less than one acre is disturbed, the LPA is exempt from the requirements of the CWA National Pollutant Discharge Elimination System (NPDES) program permits and DNR permit applications. However, there may be other state or local ordinances that must be addressed and the LPA should inquire whether there are local rules and regulations that govern clean water guidelines. Even if a NPDES permit is not required and there are no local clean water guidelines, the LPA must still develop and adhere to a site specific erosion control plan for ANY ground disturbance. If more than one acre is planned to be disturbed, documentation shall be provided in the NEPA document for the project and a commitment to obtain and comply with pertinent NPDES permits shall be listed in the NEPA commitments.<br />
<br />
'''Permit for Land Disturbance'''<br />
<br />
Missouri Department of Natural Resources (DNR) is Missouri’s regulating agency for environmental compliance. DNR issues land disturbance permits for projects one acre and greater to ensure compliance with the CWA and Missouri’s Clean Water Law. LPA’s will be required to obtain a land disturbance permit from DNR for any applicable project, unless a general operating permit exists for the entity. A few cities (Kansas City, Columbia, and others) and counties have obtained their own land disturbance permits from DNR for generic land disturbance purposes. In these areas, the LPA (city or county government) has its own restrictions and erosion control guidelines to meet the intent of its program. If one acre or more will be disturbed, the LPA should determine whether its city or county is operating under a DNR-approved program. If so, the local government jurisdiction will impose appropriate erosion controls. <br />
<br />
When a project will disturb one acre or more and the city or county does not have a DNR-approved stormwater program, the LPA must obtain a permit from DNR and provide documentation that this commitment was completed. The LPA must develop a Stormwater Pollution Prevention Plan (SWPPP) for the project and a site-specific erosion control plan. [http://cfpub.epa.gov/npdes/stormwater/swppp.cfm Some example SWPPPs] are available. The LPA will need to contact the DNR NPDES Water Pollution Control Program office (573-751-1300 or 800-361-4827) for further directions. The LPA is responsible for providing a temporary erosion control plan to be included with the final plan submittal if any amount of acreage is to be disturbed. The plans will detail the types of temporary erosion and sediment control best management practices (BMPs) to be used and where the items will be installed. Further information on design criteria can be found in [[:Category:806 Pollution, Erosion and Sediment Control|EPG 806 Pollution, Erosion and Sediment Control]].<br />
<br />
For information on temporary stream crossing pipes and construction, see [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8 Storm Water Pollution Prevention Plan (SWPPP)]].<br />
<br />
'''Individual State Operating Permit for TS4'''<br />
<br />
MoDOT has an individual permit (from MDNR) that applies to stormwater (TS4 Permit MO-0137910). If you are inside the limits of a regulated MS4 area, you must adhere to the MS4 requirements as defined in the respective MS4 permit specific to that municipality. Additionally, if you are discharging to a watershed subject to an approved and effective Total Maximum Daily Load (TMDL) that MoDOT is assigned a Waste Load Allocation (WLA) or discharging to an Outstanding National or State Resource Water, directly or through MoDOT’s drainage system (e.g., ditches and stormwater conveyance systems), runoff must be treated for water quality and/or quantity before entering MoDOT’s drainage system. If the project’s land disturbance is 1 acre or more and entirely on MoDOT right of way, you must comply with [[127.29 Stormwater|MoDOT’s TS4 permit]].<br />
<br />
==136.6.4.9 Borrow Sites and Other Land Disturbance Activities Outside Right of Way==<br />
<br />
Borrow/spoil sites, staging areas, haul roads, and/or burn pits may be located outside the project footprint and therefore were not previously addressed by the NEPA document and other environmental approvals for the project. The LPA is responsible for ensuring that the contractor obtains all necessary environmental clearances for borrow sites and other land disturbance areas—including off-site locations used to deposit excess material or for haul roads. To eliminate possible delays, the LPA should specify in the engineering services contract that a proposed borrow site be investigated. The LPA will provide clearance documentation to the MoDOT district contact. Procedures for environmental clearance of borrow sites and other land disturbance activities outside right of way is available at [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].” This information is also available through the MoDOT district contact. <br />
<br />
The requirements of [[#136.6.4.1 Section 106 (Cultural Resource) Compliance |Section 106 of the National Historic Preservation Act]] apply to all areas of land disturbance. The LPA must complete the [http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office's Section 106 Project Information Form] and submit it to DNR. The LPA will provide written certification to the MoDOT district contact that the proposed site of land disturbance has been cleared of environmental concerns under all applicable federal and state laws and regulations. These include but are not limited to the Clean Water Act; Section 4(f) of the Department of Transportation Act; the Endangered Species Act; the National Historic Preservation Act; the Farmland Protection Act; Resource Conservation and Recovery Act; Comprehensive Environmental Response, Compensation, and Liability Act; and RSMo Chapter 194, Section 194.400, Unmarked Human Burial Sites. Certification must include all clearance letters and other evidence of coordination with the appropriate regulatory agencies.<br />
<br />
==136.6.4.10 Hazardous Waste==<br />
<br />
A number of laws and regulations deal with hazardous waste and both underground and aboveground storage tanks. Properties containing hazardous and non-hazardous solid wastes are frequently encountered in new right-of-way acquisitions. Some properties with extensive contamination and legal liabilities may warrant avoidance. For most sites, however, early identification and planning will allow selection of feasible alternatives with incidental costs. In addressing hazardous and solid wastes, the goals are to avoid unacceptable cleanup cost and legal liability and comply with federal and state laws and regulations regarding cleanup. The most common type of hazardous waste site encountered is a petroleum underground storage tank (UST) site. LPAs shall evaluate proposed corridors for hazardous and solid waste sites by conducting a thorough database search and a field check (if necessary). Possible sources include: <br />
<br />
:* [http://cfpub.epa.gov/supercpad/cursites/srchsites.cfm Federal Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS)]<br />
<br />
:* [http://www.dnr.mo.gov/env/hwp/registry-log.pdf DNR Confirmed Abandoned or Uncontrolled Hazardous Waste Disposal Sites in Missouri]<br />
<br />
:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Generators List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Treatment, Storage, and Disposal Facilities List], select Missouri Commercial Hazardous Waste Facilities, List--PUB968 <br />
<br />
:* [http://www.dnr.mo.gov/env/swmp/facilities/sanlist.htm DNR Solid Waste Facilities List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Registered Underground Petroleum Storage Tank List]<br />
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:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Leaking Underground Storage Tank List]<br />
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:* [http://www.pstif.org/ Petroleum Storage Tank Insurance Fund], select Tank Sites tab<br />
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:* [http://www.nrc.uscg.mil/nrchp.html National Response Center Hotline], select Services, then query/download and select Standard Reports to run query <br />
<br />
:* [http://www.epa.gov/enviro/ EPA Envirofacts], under Other Sites of Interest select Enviromapper<br />
<br />
:* Other lists as appropriate. <br />
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Coordination with the Environmental Protection Agency (EPA) and DNR will help to determine liability, regulatory requirements, and potential cleanup costs. The potential to encounter unknown wastes from sites not identified through database and/or site reviews by the LPA should always be a consideration. Any unknown sites that are found during project construction shall be handled in accordance with federal and state laws and regulations. Any agency coordination, known hazardous waste site boundaries, and any measures taken to avoid, minimize or mitigate impacts to those areas must be included in the NEPA document. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate.<br />
<br />
===136.6.4.10.1 Renovation and Demolition of Structures===<br />
<br />
All structures, including bridges, that will be renovated or demolished must be inspected for asbestos. The reports from these hazardous waste inspections MUST be included in the bid proposal. Demolition or renovation is a three-step process under the asbestos regulations. All structures that meet the criteria as described above must be inspected by an Asbestos Building Inspector. Following the inspection, regardless of whether asbestos is present or not, an Asbestos Demolition Notification shall be made to DNR no fewer than 10 working days prior to beginning the project. If regulated amounts of asbestos are present, an Asbestos Project Notification must also be submitted and an Asbestos Post-Notification must be filed after the work is completed. If abatement is necessary, a certified Contractor Supervisor must be present and a licensed asbestos abatement contractor must do the abatement. Useful links for information on asbestos regulations include:<br />
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:* The [http://www.dnr.mo.gov/env/apcp/asbestos.htm main Asbestos Information page] <br />
:* [http://www.dnr.mo.gov/pubs/pub2157.pdf Asbestos Requirements for Demolition and Renovation Projects tech bulletin]<br />
:* [http://www.dnr.mo.gov/forms/780-1226-f.pdf Asbestos Project Notification]<br />
:* [http://www.dnr.mo.gov/forms/780-1923-f.pdf Asbestos Demolition Notification]<br />
:* [http://www.dnr.mo.gov/forms/780-1225-f.pdf Asbestos Post-Notification]<br />
:* [http://www.dnr.mo.gov/ MO DNR] contact: Senora Cressman, Environmental Specialist, office (573) 522-9936, cell (636) 432-8083, fax (573) 751-2706. <br />
<br />
===136.6.4.10.2 Painting Bridges and Demolition of Painted Structures===<br />
<br />
Painted surfaces of bridges and structures often contain heavy metals such as lead, chromium or barium that are regulated as hazardous waste under federal and state law. MoDOT has entered into a Memorandum of Understanding (MOU) with the Department of Health and Senior Services (DHSS) that stipulates certain requirements for lead abatement contractors. The contractor requirements involve any testing or identifying of lead-based paint on the surface of structures, determining whether a painted structure is a lead-hazard because of deteriorated paint, and performance of lead abatement activities. Specific requirements for LPA projects include: <br />
<br />
:1) All contractors and subcontractors performing lead abatement activities must be licensed as Missouri lead abatement contractors. Additionally, employees of the contractors performing lead abatement activities are required to be licensed as Missouri lead abatement supervisor(s) and/or workers, <br />
:2) the project sponsor shall provide notification to DHSS through the submittal of a ''lead abatement project funding agency notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects, and <br />
:3) the contractor shall also provide notification to DHSS through the submittal of a ''lead abatement project notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects. <br />
<br />
Both the [http://www.modot.mo.gov/business/contractor_resources/LeadPaintActivities.htm MOU and <u>contractor information for lead work activities</u>] are available. [http://www.health.mo.gov/safety/leadlicensing/ Application forms, licensing information and training schedules] are also available.<br />
<br />
Painted structures shall be tested prior to painting and demolition to determine proper disposal for the waste generated during the project. The inspection reports MUST be included in the bid proposal. The test results for heavy metal analysis shall be included in the NEPA document, along with the identification of the need to handle and dispose of the material as a hazardous waste. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate. Note that the information provided herein is not inclusive and LPAs must follow all applicable federal and state laws for these activities.<br />
<br />
'''Bridge Painting '''<br />
<br />
Wash water and wipes used to clean bridge surfaces prior to painting must be collected and tested to determine whether they are regulated as hazardous waste. If it fails, it must be handled in accordance with federal and state law. Wash water that is not hazardous waste must still be collected and disposed at a Publicly Owned Treatment Works or a National Pollutant Discharge Elimination System (NPDES) permit must be obtained for discharge.<br />
<br />
Blast residue must be collected and tested to determine whether it is regulated as a hazardous waste. Bridges with lead-, chromium-, or barium-based paint (or other regulated metals), must be handled as a hazardous waste and transported by a licensed hazardous waste transporter to a permitted Treatment Storage and Disposal (TSD) facility. Hazardous Waste Summary reports must be submitted to the Department of Natural Resources (DNR) for assessment of fees and taxes.<br />
<br />
'''Painted Block and Brick in Structures to be Demolished '''<br />
<br />
When a building or structure (including bridges) that is to be demolished contains block and brick that is painted, the painted surfaces should be tested for regulated heavy-metal-based paint to determine whether the material can be used for clean fill. As previously described above in the first paragraph of EPG 136.6.4.10.2, for any lead testing activity the contractor must be licensed as a lead abatement contractor and the contractor must provide the proper notification(s) to DHSS. All other demolition debris must be disposed in a demolition landfill. If a demolition landfill is not available, a permitted solid waste landfill can accept it. The levels of certain metals that are acceptable for use as clean fill are listed in the [http://www.dnr.mo.gov/env/swmp/docs/cleanfill09.pdf DNR Tech Bulletin on Painted Block and Brick].<br />
<br />
Also refer to ''Missouri Standard Specifications For Highway Construction'' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1081] on bridge painting and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 202] on demolition.<br />
<br />
==136.6.4.11 Farmland Protection Policy Act==<br />
<br />
The Farmland Protection Policy Act (FPPA) mandates that agencies identify and take into account the adverse effects of federal projects on farmland. The act requires all federally funded projects to be assessed for the potential conversion of farmland to non-farming purposes. LPAs shall assess the impact of their projects in cooperation with the local Natural Resources Conservation Service (NRCS) office. <br />
<br />
If the project requires no additional right of way, farmland assessment is not necessary. When additional right of way is needed, if it is located within city limits and the affected land is entirely developed for uses other than agriculture (e.g., within city limits), the LPA may document this in their files and no further action is required. If it is outside of established city limits, the LPA must complete a [[Media:127.11 Form AD 1006.DOC|Form AD-1006 Farmland Conversion Impact Rating]] (or for corridor type projects [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] and forward it along with the preliminary layouts to the NRCS for agency review. <br />
<br />
Forms can also be obtained from the NRCS and may be reproduced. The LPA completes Parts I and III, showing the acreage of new right-of-way and borrow areas, and submits three copies to NRCS. The submittal should request NRCS to fill out Parts II, IV, and V. NRCS assistance in filling out Part VI can also be requested, if desired. The LPA shall also ask NRCS to advise whether any land considered to be farmland is subject to any state or local government policy or programs to protect farmland. <br />
<br />
The LPA must complete the form after NCRS returns it. If the total rating exceeds 160 points, the FPPA mandates further consideration of protection. Using the bottom portion of Form AD-1006 labeled “Reason for Selection,” the LPA will document why this site was selected over the other alternative sites and submit one copy of the form along with the preliminary layout. This completes the processing. Under present directives, the LPA will have satisfied the requirements by considering the impact of converting any farmland to non-agricultural use and submitting the completed form. If the project is classified as other than a categorical exclusion, the completed form must be included in the EIS or EA. <br />
<br />
==136.6.4.12 Community Impact Assessment (Social/Economic/Environmental Justice)==<br />
<br />
[http://www.fhwa.dot.gov/environment/environmental_justice/overview/ Title VI of the Civil Rights Act of 1964 and Executive Order (EO) 12898 on Environmental Justice] apply to all programs and activities of federal-aid recipients, subrecipients, and contractors whether the programs and activities are federally funded or not. Environmental justice should be considered in all project development decisions regardless of the NEPA classification.<br />
<br />
Compliance with Title VI and EO 12898 during the NEPA process includes fully identifying social, economic and environmental effects; considering alternatives; coordinating with agencies; involving the public; and utilizing a systematic interdisciplinary approach. Potential impacts to the human environment should drive the transportation decision-making process as much as potential impacts to the natural environment and comparable consideration is to be given to both impacts to the natural and human environment. The final decisions on any proposed project on any federal-aid system are to be made in the best overall public interest, taking into consideration the need for fast, safe and efficient transportation, public services, and the costs of eliminating or minimizing possible adverse economic, social, and environmental effects. Compliance with EO 13166 on Limited English Proficiency should also be considered. <br />
<br />
Community impact assessment is key to avoiding the potential for discrimination or disproportionately high and adverse impacts. The LPA will provide a brief description of impacts, if any, to minorities, low-income populations, Limited English Proficiency (LEP) populations, and the community in general. The LPA must document, in the Community Impact Determination form, that a community impact assessment was done or that the project falls under the Programmatic Finding on Community Impacts, Environmental Justice, and Title VI Compliance. Most projects will be small and will have minimal to no impacts. If there are any commercial or residential displacements, the following text must be included in the NEPA documentation:<br />
<br />
:The acquisition and relocation of affected residential and commercial properties will be conducted in accordance with the relocation procedures established in the Uniform Relocation Assistance and Real Property Acquisition Policies Act (referred to as the Uniform Act) of 1970, as amended. The Uniform Act and Missouri state laws require that just compensation be paid to the owner(s) of private property taken for public use. The Uniform Act is carried out without discrimination and in compliance with Title VI (the Civil Rights Act of 1964), the President’s Executive Order on Environmental Justice, and the Americans with Disabilities Act. <br />
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The LPA must provide relocation services to all impacted households without discrimination under guidance of the Uniform Act. Additional information concerning [http://www.fhwa.dot.gov/environment/environmental_justice/ej_at_dot/ environmental justice] and [http://www.fhwa.dot.gov/environment/community_impact_assessment/index.cfm community impact assessment] is available.<br />
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Guidelines regarding public involvement can be found in [[:Category:129 Public Involvement|EPG 129 Public Involvement]]. These guidelines are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. Public involvement efforts based on environmental document type can be found in [[:Category:129 Public Involvement#129.4 Public Involvement Based on Environmental Document Type|EPG 129.4 Public Involvement Based on Environmental Document Type]]. Documentation is key and all outreach must be documented in the project files and the Request for Environmental Review (RER).<br />
<br />
==136.6.4.13 Noise Standards and Noise Abatement==<br />
<br />
Federal legislation in 1970 authorized the use of federal-aid highway funds for measures to abate and control highway traffic noise. MoDOT has a federally approved [[127.13 Noise|traffic noise policy]] to define and conform to the requirements of [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=ae7cf57d9d28b534abe1c23c25349e64;rgn=div5;view=text;node=23%3A1.0.1.8.44;idno=23;cc=ecfr Article 772, Code of Federal Regulations (23 CFR 772)] and the noise-related requirements of NEPA. The guidelines in the MoDOT Noise Policy are used to determine the need, feasibility, and reasonableness of noise abatement measures and provide the basis for statewide uniformity in traffic noise analysis. The LPA must use MoDOT’s FHWA-approved noise policy. Refer to [[127.13 Noise|EPG 127.13 Noise]].<br />
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==136.6.4.14 Air Quality Requirements==<br />
<br />
The Clean Air Act defines requirements for transportation project air quality analysis. In Missouri, requirements are met through conformity demonstrations with established emission budgets contained in the State Implementation Plan (SIP). This process involves projects meeting the definition of "regionally significant" as described in 23 CFR 450.104. At a minimum, this includes all principal arterial highways and all fixed guideway transit facilities that offer a significant alternative to regional highway travel and would normally be included in the modeling of a metropolitan area’s transportation network. Generally, LPA projects will not meet the definition of "regionally significant" and the appropriate response for TIP Number on the Request for Environmental Review (RER) form is “N.A.” In the event a local project is determined to be regionally significant, conformity will be demonstrated through an established process for inclusion in a metropolitan Transportation Improvement Program (TIP).<br />
<br />
=136.6.5 Environmental Assessment (EA)=<br />
<br />
An EA is prepared when there is uncertainty about the significance of the impacts from a project. FHWA generally expects an EA for two-lane relocation projects and often for add-a-lane projects on new right of way; other types of projects may also require an EA. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EA sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. An EA describes a project’s purpose and need, identifies the alternates that are being considered, and discusses the expected impacts. It should discuss all topics required by FHWA regulations and guidance but should discuss in detail only those where there is potential for a significant impact. The EA should be concise and should not contain long descriptions or include detailed information that may have been gathered or analyses that may have been conducted for the proposed action. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EA and the format. The LPA must contact the MoDOT district contact if a significant impact is identified at any time during the preparation of an EA. FHWA will determine whether an EIS needs to be prepared. <br />
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The LPA should begin consultation (through either early coordination or a scoping process) with interested regulatory agencies and others at the earliest appropriate time, to advise them of the scope of the project. This consultation will help determine those aspects of the proposed action with potential for social, economic, or environmental impact and will identify other environmental review and consultation requirements that are performed concurrently with the EA. Agencies with jurisdiction by law, such as the COE or the FWS, must be invited to become cooperating agencies. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating agencies and FHWA will send the letters. The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. The EA must summarize the results of both agency consultation and public involvement. The LPA, or its consultant, will prepare a preliminary EA (pEA) that encompasses the following: <br />
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:* Finalize the location study with all alternates considered, including those discarded, depicted graphically. <br />
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:* Indicate the preferred alternate. <br />
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:* Evaluate all proposed reasonable alternates equally; the EA must include more than a single build alternative as well as the no build alternate. Reasonable alternates addressed in the EA are those that may be constructed in the event that the preferred alternate is not selected. <br />
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:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. Complete a Phase I archaeological survey for the preferred alternate. Identify all areas for which landowner access was denied or the survey was not conducted at the preliminary EA stage. Determine which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time. <br />
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:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). Submit all buildings, bridges, and culverts impacted by the preferred alignment, including those less than 50 years of age, to DNR’s State Historic Preservation Office (DNR-SHPO) for concurrence in a determination of eligibility to the NRHP. <br />
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:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pEA must include either a draft Memorandum of Agreement (MOA) or draft Programmatic Agreement (PA) identifying uncompleted or mitigation activities to be completed prior to project construction. <br />
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:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for [http://www.modot.mo.gov/business/manuals/documents/FIG4-6R-2009usethisone.doc Section 4(f) protection], along with a statement as to the status of agency coordination on those impacts. The EA must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources. <br />
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:* Identify any Section 6(f) resources the project will affect. Any Section 6(f)(3) Conversion Documentation required cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved FONSI signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document. <br />
<br />
:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams. Estimate the areas of wetlands in the project area for all alternatives using conventional mapping sources and windshield survey and document expected impacts. <br />
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:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits. <br />
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:* Determine farmland impacts using either [[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating, Form AD-1006]] for site projects or [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] for corridor projects. <br />
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:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents). <br />
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:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts and other social and economic impacts of the project. <br />
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:* Conduct a records search to determine the presence of possible hazardous waste sites. <br />
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:* Demonstrate that the proposed project is in compliance with the Clean Air Act. <br />
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The pEA is provided to MoDOT for distribution to FHWA and any formal cooperating agencies (identified as such on the pEA cover sheet) for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pEA, the EA is ready for FHWA’s final review and approval, after which it is made available to the public as an FHWA document. <br />
<br />
The EA must be made available for public inspection at the LPA’s office and at the appropriate FHWA field offices as described in the next two paragraphs of this section. Although it is not a federal requirement that the document be circulated for comment, the LPA is encouraged to provide the EA to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send notice of availability of the EA, briefly describing the project and its impacts, to the affected units of federal, state, and local government and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372. <br />
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MoDOT’s normal practice is to hold a location public hearing for all EAs. Although FHWA regulations do not require public hearings for EAs, the FHWA encourages them on most EAs. For specific EAs depending on the situation, the FHWA division office may require a public hearing after signing the EA and before signing the FONSI. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. When a public hearing is held as a part of the application for federal funds, the EA must be available at the public hearing and at the LPA’s office and at the appropriate FHWA field offices for a minimum of 15 days in advance of the public hearing. The notice of the public hearing in local newspapers must announce the availability of the EA and where it may be obtained to review. The notice will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the availability of the EA unless FHWA determines that a different period is warranted. <br />
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When a public hearing is not held, the LPA must place a notice similar to a public hearing notice and at a similar stage of project development in the local newspapers, advising the public of the EA’s availability at the LPA’s office and at the appropriate FHWA field offices and where to obtain information concerning the project. The notice must invite comments from all interested parties. It will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the publication of the notice unless FHWA determines that a different period is warranted. <br />
<br />
==136.6.5.1 Findings of No Significant Impact (FONSI)==<br />
<br />
Once the 30-day public comment period has ended and all comments from the public and other agencies have been collected, the LPA or its consultant prepares a Finding of No Significant Impact (FONSI). The FONSI should summarize any public and/or agency coordination that occurred after the EA was signed. The FONSI must satisfactorily address all substantive comments on the EA provided during the 30-day comment period, including those from other agencies, the general public, and as a result of the public hearing. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the FONSI. The FONSI must describe any changes to the EA-designated preferred alternate and document any additional impact analyses performed for the final, selected alternate. <br />
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The FONSI must also document compliance with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met and briefly present why the action does not have a significant impact. If the proposed project will adversely impact any NRHP-eligible sites or historical structures, either an MOA or a PA executed by the DNR-SHPO, FHWA, Advisory Council on Historic Preservation (ACHP), and the LPA must accompany the letter. The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. Accompanying documentation must also include the Final Section 4(f) Evaluation, when required, for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected. <br />
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When the FONSI is completed and the listed items are included, the documentation (with a signature page) is provided to MoDOT for distribution to FHWA (and to cooperating agencies for their review and comment if the selected alternate differs from the EA-designated preferred alternate). <br />
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If the FONSI is for a new controlled access freeway, a highway project of four or more lanes on a new location, or other action described in 23 CFR §771.115a, the letter to FHWA and accompanying documentation described above must also be made available for public review, including affected units of government, for a minimum of 30 days before FHWA issues a FONSI for the project. A notice similar to that for a public hearing must announce the availability of the documentation. If at any point in the EA process, FHWA determines that the action is likely to have a significant impact, the LPA will be required to prepare an EIS. <br />
<br />
FHWA will review the FONSI, accompanying documentation, and any public hearing comments and other comments received regarding the EA. If FHWA determines after reviewing the documentation that there are no significant impacts associated with the project, the FONSI will be signed and a copy of the signed FONSI will be returned to the LPA. <br />
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After FHWA issues a FONSI, the LPA is encouraged to provide the FONSI to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send a notice of availability of the FONSI to the affected units of federal, state, and local government and the FONSI shall be available from the LPA and FHWA upon request by the public. Notice of availability is also sent to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372. <br />
<br />
==136.6.5.2 Timeframes==<br />
<br />
The project schedule should allow about two years for obtaining a FONSI.<br />
<br />
=136.6.6 Environmental Impact Statement (EIS)=<br />
<br />
==136.6.6.1 Draft Environmental Impact Statement==<br />
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An EIS is prepared for projects that have clearly identified and significant social, economic, or environmental impacts. FHWA indicates that an EIS is required for four-lane relocations as well as for major bridges or projects that are controversial. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EIS sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. <br />
<br />
An EIS describes a project’s purpose and need, identifies the alternates being considered, and discusses expected impacts in detail. To the extent possible, it also indicates compliance with other regulations. The EIS includes procedures to minimize harm and details mitigation measures and all other environmental commitments. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EIS and the format. <br />
<br />
When FHWA determines that an EIS is required, the LPA will prepare and FHWA will issue a Notice of Intent for publication in the ''Federal Register''. LPAs are encouraged to announce the intent to prepare an EIS by appropriate means at the local level. <br />
<br />
After publication of the Notice of Intent, the LPA will begin a scoping process to aid in identifying the range of alternatives and impacts and the significant issues to be addressed in the EIS. Scoping is normally achieved through public and agency involvement procedures. If a scoping meeting is to be held, it will be announced in the FHWA’s Notice of Intent and by appropriate means at the local level. Agencies with jurisdiction by law must be requested to become cooperating agencies. Section 6002 (Efficient Environmental Reviews for Project Decision Making) of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003 (SAFETEA-LU) updates the environmental review process by adding a new category of “participating agencies” for federal, state, and local agencies and tribal nations that have an interest in the project. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating and/or participating agencies as appropriate and FHWA will send the letters. <br />
<br />
The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. <br />
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Section 6002 stipulates that both participating agencies and the public will be given the opportunity to comment on the purpose and need and range of alternatives for a project. Previously only cooperating agencies were offered such an opportunity. Section 6002 also mandates establishing a coordination plan for agency and public participation and comment. Further information on the SAFETEA-LU environmental review process can be found in FHWA’s [http://www.fhwa.dot.gov/hep/section6002/ SAFETEA-LU ENVIRONMENTAL REVIEW PROCESS FINAL GUIDANCE, Publication L 109-59, November 15, 2006]. <br />
<br />
The LPA or its consultant will prepare a preliminary Draft EIS (pDEIS) that evaluates all reasonable alternatives to the action and discusses the reasons why other alternatives that may have been considered were eliminated from detailed study. The pDEIS also summarizes the studies, reviews, consultation, and coordination required by environmental laws or Executive Orders to the extent appropriate at this stage in the environmental process. A pDEIS requires completing the following work: <br />
<br />
:* Finalize the location study; all alternates considered, including those discarded, must be depicted graphically in the document. <br />
<br />
:* Indicate a preferred alternate if one stands out. <br />
<br />
:* Evaluate all proposed reasonable alternates equally. Reasonable alternates addressed in the EIS are those that may be constructed in the event that the preferred alternate is not selected. (Provisions of SAFETEA-LU allow FHWA to decide whether the preferred alternative may be developed to a higher level of design detail to facilitate either the development of mitigation measures or compliance with other environmental laws. See FHWA’s 2006 SAFETEA-LU FINAL GUIDANCE, as cited previously, for details.) <br />
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:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. <br />
<br />
:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). <br />
<br />
:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for Section 4(f) protection, along with a statement as to the status of agency coordination on those impacts. The DEIS must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources. <br />
<br />
:* Note the presence of any potential Section 6(f) resources. If Section 6(f)(3) Conversion Documentation is required, it cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved ROD signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document. <br />
<br />
:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams and possible impacts to them. <br />
<br />
:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits. <br />
<br />
:* Determine farmland impacts using either Form AD-1006 for site projects or Form SCS-CPA-106 for corridor projects. <br />
<br />
:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. <br />
<br />
:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts, and other social and economic impacts of the project. <br />
<br />
:* Conduct a records search to determine the presence of possible hazardous waste sites. <br />
<br />
:* Demonstrate that the proposed project is in compliance with the Clean Air Act. <br />
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The pDEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pDEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pDEIS, the DEIS is ready for FHWA’s final review. The FHWA, when satisfied that the DEIS complies with NEPA requirements, will approve the DEIS for circulation by signing and dating the cover sheet. <br />
<br />
The LPA is responsible for printing the DEIS in sufficient quantity to accommodate circulation to those entities listed in the document as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the DEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed. <br />
<br />
Once FHWA signs the DEIS, public and agency comments must be requested. The LPA, on behalf of FHWA, circulates the approved DEIS to federal and state agencies, local entities, elected officials, and others as appropriate for their review and comment. Upon circulation of the approved DEIS to the Environmental Protection Agency (EPA), the EPA publishes a Notice of Availability (NOA) in the Federal Register. Copies of the approved DEIS are also provided for public viewing and copying in the LPA’s office and other public repositories such as libraries and city or county offices. The DEIS must be made available to the public and transmitted to agencies for comment no later than the time the document is filed with the Environmental Protection Agency. The DEIS shall be transmitted to: <br />
<br />
:1. Public officials, interest groups and members of the public known to have an interest in the proposed action or the DEIS; <br />
<br />
:2. Federal, state and local government agencies expected to have jurisdiction or responsibility over, or interest or expertise in, the action. Copies are provided directly to appropriate state and local agencies and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372; and <br />
<br />
:3. States and federal land management entities that may be significantly affected by the proposed action or any of the alternatives. These copies shall be accompanied by a request that such state or entity advise the FHWA in writing of any disagreement with the evaluation of impacts in the statement. FHWA will furnish the comments received to the LPA along with a written assessment of any disagreements for incorporation into the final EIS. <br />
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The ''Federal Register'' NOA initiates a period of no less than 45 days for the return of comments on the DEIS. The notice and the DEIS transmittal letter must identify to whom comments may be sent. <br />
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A location public hearing is generally held for all projects requiring an EIS. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. The DEIS shall be available at the public hearing and for a minimum of 15 days in advance of the hearing. The availability of the DEIS shall be mentioned and public comments requested in any public hearing notice and at any public hearing presentation. If a public hearing on an action proposed for FHWA funding is not held, a notice shall be placed in newspaper similar to a public hearing notice advising where the DEIS is available for review, how copies may be obtained, and where the comments will be sent.<br />
<br />
==136.6.6.2 Final Environmental Impact Statement==<br />
<br />
After circulation of a DEIS, when the 45-day comment period has ended and all comments from the public and other agencies have been collected, a preliminary Final EIS (pFEIS) is prepared. The FEIS identifies the preferred alternative and evaluates all reasonable alternatives considered. It should also discuss substantive comments received on the DEIS and responses thereto, summarize public involvement, and describe the mitigation measures that are to be incorporated into the proposed action. Mitigation measures presented as commitments in the FEIS must be implemented with the project. The following items of work are completed as part of the pFEIS: <br />
<br />
:* All substantive comments gathered on the DEIS during the 45-day comment period, including those from other agencies, the general public, and as a result of the public hearing, must be satisfactorily addressed. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the pFEIS. <br />
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:* A preferred alternate must be declared. <br />
<br />
:* A Phase I archaeological survey must be completed for the preferred alternate(s) and all areas for which landowner access was denied or the survey was not conducted should be identified. A determination should be made of which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time. <br />
<br />
:* All buildings, bridges, and culverts impacted by the preferred alignment that were not previously reviewed by the DNR’s State Historic Preservation Office (DNR-SHPO), including those less than 50 years of age, must be submitted to DNR for concurrence in a determination of eligibility to the NRHP. <br />
<br />
:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pFEIS must include either a Memorandum of Agreement (MOA) or a Programmatic Agreement (PA) executed by the DNR-SHPO, FHWA, the LPA, and the Advisory Council on Historic Preservation (ACHP) (all PAs; MOAs if it chooses to participate). The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. <br />
<br />
:* A Final Section 4(f) Evaluation, when required, must be included in the pFEIS for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected. <br />
<br />
:* Identify any Section 6(f) resources the project will affect. Elements of the Section 6(f)(3) Conversion Documentation may be assembled during preparation of the NEPA document, even though the Section 6(f) document cannot be completed until the NEPA decision document has been issued. <br />
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:* A preliminary jurisdictional wetland and stream delineation is conducted in the project area for the preferred alternative and expected impacts are documented. <br />
<br />
:* Identify whether any consultation with the U.S. Fish and Wildlife Service is required to address threatened or endangered plant and/or animal species within the project limits and any conservation measures resulting from the consultation. <br />
<br />
:* The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents). <br />
<br />
The FEIS will also document compliance, to the extent possible, with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met. Every reasonable effort shall be made to resolve interagency disagreements on actions before processing the FEIS. If significant issues remain unresolved, the FEIS must identify those issues and the consultations and other efforts made to resolve them. When the listed items are completed and included in a preliminary FEIS, the pFEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pFEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pFEIS, the FEIS is ready for FHWA’s final review and approval. The FEIS will be reviewed for legal sufficiency prior to FHWA approval. <br />
<br />
FHWA will indicate approval of the FEIS for an action by signing and dating the cover page. Approval of the FEIS does not commit the FHWA to approve any future request to fund the preferred alternative. <br />
<br />
The LPA should print a sufficient quantity of the FEIS to accommodate circulation to the appropriate entities as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the FEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed. <br />
<br />
When sufficient copies of the approved FEIS are transmitted to FHWA, FHWA circulates the document to the EPA along with an NOA to be published in the ''Federal Register''. Publication of the NOA initiates a 30-day comment period on the FEIS. The LPA circulates the approved FEIS for review and comment to any persons, organizations, or agencies that made substantive comments on the DEIS or requested a copy, no later than the time the document is filed with EPA. In the case of lengthy documents, the agency may provide alternative circulation processes. The LPA shall also publish a notice of availability in local newspapers and make the FEIS available through the mechanism established pursuant to DOT Order 4600.13 which implements Executive Order 12372. When the FEIS is filed with EPA, it must be available for public review at the LPA’s offices and at appropriate FHWA offices. A copy will also be made available for public review at institutions such as local government offices, libraries, and schools, as appropriate. <br />
<br />
=136.6.7 Record of Decision (ROD)=<br />
<br />
Substantive comments received on the FEIS are addressed in a Record of Decision (ROD) prepared by the LPA. The ROD also discusses the alternates that were considered for the project, identifies the selected alternate, and discusses why this alternate was selected. The ROD discusses commitments made in the document, including the measures that have been adopted to minimize harm, such as mitigation plans, and details any monitoring and enforcement program, if applicable. After comments are satisfactorily addressed, the ROD is presented to FHWA for approval. Once the ROD is signed by FHWA, the LPA can approve the location of the project and begin detailed design. <br />
<br />
The timeframe for completing the EIS process varies. The timeline for completing consultant-prepared EISs is a negotiated item within the scope of work. A good rule of thumb is to allow at least 3 years to get to an approved ROD. <br />
<br />
=136.6.8 Supplemental Environmental Impact Statements=<br />
<br />
A DEIS, FEIS or supplemental EIS may be supplemented at any time. An EIS shall be supplemented whenever FHWA determines that: <br />
<br />
:1. Changes to the proposed action would result in significant environmental impacts that were not evaluated in the EIS; or <br />
<br />
:2. New information or circumstances relevant to environmental concerns and bearing on the proposed action or its impacts would result in significant environmental impacts not evaluated in the EIS. <br />
<br />
Where FHWA is uncertain of the significance of the new impacts, the LPA will develop appropriate environmental studies or, if FHWA deems appropriate, an EA to assess the impacts of the changes, new information, or new circumstances. If based upon the studies, FHWA determines that a supplemental EIS is not necessary, FHWA shall so indicate in the project file. <br />
<br />
A supplement is to be developed using the same process and format (i.e., draft EIS and final EIS as an original EIS except that scoping is not required. <br />
<br />
In some cases a supplemental EIS may be required to address issues of limited scope, such as the extent of proposed mitigation or the evaluation of location of design variations for a limited portion of the overall project. Where this is the case, the preparation of a supplemental EIS shall not necessarily: <br />
<br />
:1. Prevent the granting of new approvals; <br />
<br />
:2. Require the withdrawal of previous approvals; or <br />
<br />
:3. Require the suspension of project activities; for any activity not directly affected by the supplement. If the changes in question are of such magnitude to require a reassessment of the entire action, or more than a limited portion of the overall action, FHWA shall suspend any activities that would have an adverse environmental impact or limit the choice of reasonable alternatives, until the supplemental EIS is completed. <br />
<br />
More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.130.pdf detailed discussion of supplemental NEPA documents] can be found on FHWA’s web site. <br />
<br />
=136.6.9 Re-evaluations=<br />
<br />
If an acceptable FEIS is not submitted to the Federal Highway Administration (FHWA) within 3 years from the date of the DEIS circulation, the LPA shall prepare a written reevaluation of the DEIS in cooperation with FHWA. This reevaluation is used to determine whether a supplement to the DEIS or a new DEIS is needed. <br />
<br />
A written reevaluation of the FEIS may be required before further approvals are granted if major steps to advance the action (e.g., authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications, and estimates) have not occurred within three years after the approval of the FEIS, final EIS supplement, or the last major FHWA approval or grant. <br />
<br />
Factors such as noteworthy changes in the scope and/or location of the project, whether the project is active or inactive, and changes in environmental laws or regulations can also require a NEPA document reevaluation. Once completed and approved, a NEPA document has a limited shelf life of three years, even when portions of the project are under construction or have already been constructed, as is often the case for lengthy corridor projects. After approval of the ROD, FONSI or CE designation and prior to requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA. <br />
<br />
Whenever the project scope or location changes, the LPA will submit to the MoDOT district contact a Request for Environmental Review (RER) form that describes and shows the changes. Based on that information, the project will be reexamined to determine whether the proposed changes require a reevaluation. When a reevaluation is needed, the LPA prepares the reevaluation documentation. In most cases, the reevaluation is submitted to the FHWA for review and approval. Documentation for reevaluations is based on the original NEPA document type. If the original NEPA document was an EA or EIS, the LPA prepares a letter documenting the reevaluation and submits it to MoDOT for FHWA’s review and approval. Some projects with original NEPA classifications as CEs may also require reevaluations in the form of a letter. FHWA does not routinely require reevaluations in the form of supplemental EAs or EISs. More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.129.pdf detailed discussion of NEPA reevaluations] can be found on FHWA’s web site. <br />
<br />
<br />
<br />
<br />
[[Category:136 Local Public Agency (LPA) Policy|136.06]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.32_Concrete_Pile_Cap_Intermediate_Bents&diff=53607751.32 Concrete Pile Cap Intermediate Bents2024-03-22T14:08:04Z<p>Hoskir: /* 751.32.4.1 Typical Pile Cap Bent */ updated image</p>
<hr />
<div>== 751.32.1 General ==<br />
<br />
<br />
=== 751.32.1.1 Material Properties ===<br />
<br />
{|<br />
!colspan="2" align="left"|Concrete<br />
|-<br />
|colspan="2"|Typically, shall consist of:<br />
|-<br />
|width="30pt"| &nbsp;||width="250pt"|Class B Concrete (Substructure)||<math>\, f'_c</math>||= 3.0 ksi <br />
|-<br />
| &nbsp;||&nbsp;||<math>\, n</math>|| = 10<br />
|}<br />
<br />
In addition, Class B-1 Concrete (Substructure) may also be used in special cases (See Project Manager). <br />
<br />
Modulus of elasticity,<br />
::::::<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math> <br />
<br />
Where:<br />
<br />
:f'<sub>c</sub> in ksi<br />
:w<sub>c</sub> = unit weight of nonreinforced concrete = 0.145 kcf<br />
:K<sub>1</sub> = correction factor for source of aggregate<br />
::= 1.0 unless determined by physical testing<br />
<br />
<br />
Modulus of rupture,<br />
::::::<math> f_r \ = \ 0.24 \sqrt{f'_{c}}</math> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 5.4.2.6<br />
<br />
Where:<br />
:f'<sub>c</sub> is in ksi<br />
<br />
<br />
'''Reinforcing Steel'''<br />
<br />
{|<br />
|width="200pt"| Minimum yield strength,||<math>\, f_y</math>||= 60.0 ksi<br />
|-<br />
|width="200pt"| Steel modulus of elasticity,||<math>\, E_s</math>||= 29000 ksi<br />
|}<br />
<br />
== 751.32.2 Design ==<br />
<br />
<br />
=== 751.32.2.1 Limit States and Factors ===<br />
<br />
In general, each component shall satisfy the following equation:<br />
<br />
<math>\, Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
Where:<br />
{|<br />
|<math>\, Q</math>||= Total factored force effect<br />
|-<br />
|<math>\, Q_i</math>||= Force effect<br />
|-<br />
|<math>\, \eta</math>||= Load modifier<br />
|-<br />
|<math>\, \gamma_i</math>||= Load factor<br />
|-<br />
|<math>\, \phi</math>||= Resistance factor<br />
|-<br />
|<math>\, R_n</math>||= Nominal resistance<br />
|-<br />
|<math>\, R_r</math>||= Factored resistance<br />
|}<br />
<br />
<br />
'''Limit States'''<br />
<br />
The following limit states shall be considered for bent design:<br />
<br />
:STRENGTH – I<br />
:STRENGTH – III<br />
:STRENGTH – IV<br />
:STRENGTH – V<br />
:SERVICE – I<br />
:FATIGUE<br />
<br />
See LRFD Table 3.4.1-1 and LRFD 3.4.2 for Loads and Load Factors applied at each given limit state.<br />
<br />
<br />
'''Resistance factors'''<br />
<br />
:STRENGTH limit states, see LRFD 5.5.4.2<br />
:For all other limit states, <math>\, \phi</math> = 1.00<br />
<br />
<br />
'''[[751.2_Loads#Load Modifiers|Load Modifiers]]'''<br />
<br />
== 751.32.3 Details ==<br />
<br />
===751.32.3.1 Front Sheet=== <br />
<br />
{|border="0" cellpadding="3" align="center" <br />
|-<br />
|valign="top"|Note:||width="400pt"|The following are details and dimensions for the plan view of a typical pile cap bent on the front sheet of the bridge plans. Details and dimensions for an encased concrete pile cap bent are similar.<br />
|-<br />
| &nbsp;||width="400pt"|Details for unsymmetrical roadways shall require dimensions tying Centerline Lane to Centerline Structure. <br />
|}<br />
<br />
<br />
<center>[[Image:751.32 details-front sheet plan of int bent.gif]]</center><br />
<br />
=== 751.32.3.2 Typical Pile Cap Bent ===<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|colspan="2"|[[Image:751.32.3.2 2017.jpg|center|650px]]<br />
|-<br />
!WIDTH="580"|Part Elevation||Part Section <br />
|-<br />
!colspan="2"|Applicable for both HP piles (shown) and CIP piles<br />
|}<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|valign="top"|[[Image:751.32 circled 1.gif]]<br />
|width="500" align="left"|Use 2'-6" minimum or as determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for seismic criteria (expansion joint bents only) (3" increments) or the minimum beam width required to meet pile edge distance requirement. <br />
|-<br />
|valign="top"|[[Image:751.32 circled 2.gif]]<br />
|width="500" align="left"|= 3’-0” (Min.) for Wide Flange, Double-Tee Girders, <br/> &nbsp;&nbsp;&nbsp;Prestressed Girders and Plate Girders.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 3.gif]]<br />
|width="500" align="left"|Check the clearance of the anchor bolt well to the top of pile. Increase the beam depth if needed.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 4.gif]]<br />
|width="500" align="left"|If the depth at the end of the beam, due to the steps, exceeds 4'-6", the beam bottom should be stepped or sloped.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 5.gif]]<br />
|width="500" align="left"|Use 3/4" drip groove where expansion device is located at bent. Continue to use 1-1/2" clear to reinforcing steel in bottom of beam. 3/4" drip groove shall be formed continuously around all piling at 3" from edge of beam.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 6.gif]]<br />
|width="500" align="left"|Minimum of 3 piles at 10'-0" cts., maximum spacing (1" increments).<br />
|-<br />
|valign="top"|[[Image:751.32 circled 7.gif|24px]]<br />
|width="500" align="left"|Piles shall not be battered.<br />
|}<br />
<br />
====751.32.3.2.1 Sway Bracing====<br />
<br />
(Use when specified on Design Layout or when required by design.)<br />
<br />
[[Image:751.32.3.2.1 steel bearing.jpg|center|675px]]<br />
<br />
<br />
<br />
[[Image:751.32.3.2.1 alternate.jpg|center|675px]]<br />
<br />
<br />
Guidance for use of sway bracing for steel bearing pile:<br />
<br />
(1) When angle slope of bracing becomes less than 15° to the horizontal, omit the diagonal angles and use the horizontal angles only (except on four pile bents, then use alternate shown above).<br />
<br />
Note: In case of a large number of piles, see the Structural Project Manager.<br />
<br />
=== 751.32.3.3 Encased Pile Cap Bent===<br />
<br />
Consideration shall be given to [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.20_Substructure_Type EPG 751.1.2.20 Substructure Type] before using this type of structure.<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|[[Image:751.32.3.3 part elev 2017.jpg|center|700px]]<br />
|-<br />
|[[Image:751.32.3.3 part section.jpg|center|300px]]<br />
|-<br />
!'''Part Section'''<br />
|}<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|valign="top"|[[Image:751.32 circled 1.gif]]<br />
|width="500" align="left"|Use 2'-6" minimum or as determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for seismic criteria (expansion joint bents only) (3" increments) or the minimum beam width required to meet pile edge distance requirement. <br />
|-<br />
|valign="top"|[[Image:751.32 circled 2.gif]]<br />
|width="500" align="left"|= 3’-0” (Min.) for Wide Flange, Double-Tee Girders,<br/> &nbsp;&nbsp;&nbsp;Prestressed Girders and Plate Girders.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 3.gif]]<br />
|width="500" align="left"|Check the clearance of the anchor bolt well to the top of pile. Increase the beam depth if needed.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 4.gif]]<br />
|width="500" align="left"|If the depth at the end of the beam, due to the steps, exceeds 4'-6", the beam bottom should be stepped or sloped.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 5.gif]]<br />
|width="500" align="left"|Height by design. Embed encasement 2 ft. (min.) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge design.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 6.gif]]<br />
|width="500" align="left"|Minimum of 3 piles at 10'-0" cts., maximum spacing (1" increments).<br />
|}<br />
<br />
===751.32.3.4 Closed Concrete Intermediate Diaphragms===<br />
<br />
See [[751.22 P/S Concrete I Girders#751.22.3.7.4 Bent Details|EPG 751.22.3.7.4 Bent Details]] for intermediate bent details required for closed concrete intermediate diaphragms.<br />
<br />
== 751.32.4 Reinforcement ==<br />
<br />
=== 751.32.4.1 Typical Pile Cap Bent ===<br />
<br />
[[image:751.32.4.1-01-2024.png|center|800px]]<br />
<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="550pt" align="left" valign="top"|Locate #4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" under bearings where required to maintain a 6" maximum spacing of combined stirrups. (#4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" are not required for Double-Tee Structures.)<br />
|-<br />
|&nbsp;||width="550pt"|For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Details of [[751.13 Expansion Devices#751.13.1.4 Details of Substructure Protection|protective coating and sloping top of beam to drain]] shall be used when below an expansion device.<br />
|-<br />
|&nbsp;||width="550pt"|When dimension “B” is required to be greater than 15” to clear piles by 1 ½”, typical when HP14 and CIP14 or larger diameter piles are used, add intermediate longitudinal bar(s) between piles. The spacing between intermediate bar(s) and full length bars shall not be greater than required by crack control provisions. Ends of intermediate bar(s) shall be hooked.<br />
|}<br />
<br />
<br />
[[image:751.32.4.1.3.jpg|center|700px]]<br />
[[image:751.32.4.1 longitudinal.jpg|center|500px]]<br />
::::(1) 6” (Max.), add #6 bars as needed.<br />
::::(2) 9” (Max.), add #6 bars at each face as needed.<br />
::::(3) Location 2 development length, f'c = 3 ksi:<br />
:::::::::::21" (uncoated)<br />
:::::::::::32" (epoxy coated)<br />
<br />
See [[751.5 Structural Detailing Guidelines#751.5.9.2.8 Development and Lap Splices|EPG 751.5.9.2.8]] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
=== 751.32.4.2 Encased Pile Cap Bent===<br />
<br />
Supplemental details for encased pile cap bents are provided.<br />
<br />
[[image:751.32.4.2 part elev 2020.jpg|center|700px]]<br />
<br />
<br />
[[image:751.32.4.2 part section 2020.jpg|center|500px]]<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="500pt" align="left" valign="top"|When dimension “A” is greater than 18” add intermediate longitudal bar(s) between piles. Ends of bar(s) shall be hooked. Keep 3” minimum clearance between the pile and intermediate bar(s) and do not show on the plans.<br />
|}<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|[[image:751.32.4.2 part plan Dec 2011.jpg|center|650px]]<br />
|-<br />
|align="center"|'''Part Plan'''<br />
|}<br />
<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="500pt" align="left" valign="top"|Locate #4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" under bearings where required to maintain a 6" maximum spacing of combined stirrups. (#4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" are not required for Double-Tee Structures.)<br />
|-<br />
|&nbsp;||width="500pt"|For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Details of [[751.13 Expansion Devices#751.13.1.4 Details of Substructure Protection|protective coating and sloping top of beam to drain]] shall be used when below an expansion device.<br />
|}<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.32_Concrete_Pile_Cap_Intermediate_Bents&diff=53606751.32 Concrete Pile Cap Intermediate Bents2024-03-22T14:05:10Z<p>Hoskir: /* 751.32.4.1 Typical Pile Cap Bent */ changed size of image</p>
<hr />
<div>== 751.32.1 General ==<br />
<br />
<br />
=== 751.32.1.1 Material Properties ===<br />
<br />
{|<br />
!colspan="2" align="left"|Concrete<br />
|-<br />
|colspan="2"|Typically, shall consist of:<br />
|-<br />
|width="30pt"| &nbsp;||width="250pt"|Class B Concrete (Substructure)||<math>\, f'_c</math>||= 3.0 ksi <br />
|-<br />
| &nbsp;||&nbsp;||<math>\, n</math>|| = 10<br />
|}<br />
<br />
In addition, Class B-1 Concrete (Substructure) may also be used in special cases (See Project Manager). <br />
<br />
Modulus of elasticity,<br />
::::::<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math> <br />
<br />
Where:<br />
<br />
:f'<sub>c</sub> in ksi<br />
:w<sub>c</sub> = unit weight of nonreinforced concrete = 0.145 kcf<br />
:K<sub>1</sub> = correction factor for source of aggregate<br />
::= 1.0 unless determined by physical testing<br />
<br />
<br />
Modulus of rupture,<br />
::::::<math> f_r \ = \ 0.24 \sqrt{f'_{c}}</math> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 5.4.2.6<br />
<br />
Where:<br />
:f'<sub>c</sub> is in ksi<br />
<br />
<br />
'''Reinforcing Steel'''<br />
<br />
{|<br />
|width="200pt"| Minimum yield strength,||<math>\, f_y</math>||= 60.0 ksi<br />
|-<br />
|width="200pt"| Steel modulus of elasticity,||<math>\, E_s</math>||= 29000 ksi<br />
|}<br />
<br />
== 751.32.2 Design ==<br />
<br />
<br />
=== 751.32.2.1 Limit States and Factors ===<br />
<br />
In general, each component shall satisfy the following equation:<br />
<br />
<math>\, Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
Where:<br />
{|<br />
|<math>\, Q</math>||= Total factored force effect<br />
|-<br />
|<math>\, Q_i</math>||= Force effect<br />
|-<br />
|<math>\, \eta</math>||= Load modifier<br />
|-<br />
|<math>\, \gamma_i</math>||= Load factor<br />
|-<br />
|<math>\, \phi</math>||= Resistance factor<br />
|-<br />
|<math>\, R_n</math>||= Nominal resistance<br />
|-<br />
|<math>\, R_r</math>||= Factored resistance<br />
|}<br />
<br />
<br />
'''Limit States'''<br />
<br />
The following limit states shall be considered for bent design:<br />
<br />
:STRENGTH – I<br />
:STRENGTH – III<br />
:STRENGTH – IV<br />
:STRENGTH – V<br />
:SERVICE – I<br />
:FATIGUE<br />
<br />
See LRFD Table 3.4.1-1 and LRFD 3.4.2 for Loads and Load Factors applied at each given limit state.<br />
<br />
<br />
'''Resistance factors'''<br />
<br />
:STRENGTH limit states, see LRFD 5.5.4.2<br />
:For all other limit states, <math>\, \phi</math> = 1.00<br />
<br />
<br />
'''[[751.2_Loads#Load Modifiers|Load Modifiers]]'''<br />
<br />
== 751.32.3 Details ==<br />
<br />
===751.32.3.1 Front Sheet=== <br />
<br />
{|border="0" cellpadding="3" align="center" <br />
|-<br />
|valign="top"|Note:||width="400pt"|The following are details and dimensions for the plan view of a typical pile cap bent on the front sheet of the bridge plans. Details and dimensions for an encased concrete pile cap bent are similar.<br />
|-<br />
| &nbsp;||width="400pt"|Details for unsymmetrical roadways shall require dimensions tying Centerline Lane to Centerline Structure. <br />
|}<br />
<br />
<br />
<center>[[Image:751.32 details-front sheet plan of int bent.gif]]</center><br />
<br />
=== 751.32.3.2 Typical Pile Cap Bent ===<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|colspan="2"|[[Image:751.32.3.2 2017.jpg|center|650px]]<br />
|-<br />
!WIDTH="580"|Part Elevation||Part Section <br />
|-<br />
!colspan="2"|Applicable for both HP piles (shown) and CIP piles<br />
|}<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|valign="top"|[[Image:751.32 circled 1.gif]]<br />
|width="500" align="left"|Use 2'-6" minimum or as determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for seismic criteria (expansion joint bents only) (3" increments) or the minimum beam width required to meet pile edge distance requirement. <br />
|-<br />
|valign="top"|[[Image:751.32 circled 2.gif]]<br />
|width="500" align="left"|= 3’-0” (Min.) for Wide Flange, Double-Tee Girders, <br/> &nbsp;&nbsp;&nbsp;Prestressed Girders and Plate Girders.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 3.gif]]<br />
|width="500" align="left"|Check the clearance of the anchor bolt well to the top of pile. Increase the beam depth if needed.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 4.gif]]<br />
|width="500" align="left"|If the depth at the end of the beam, due to the steps, exceeds 4'-6", the beam bottom should be stepped or sloped.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 5.gif]]<br />
|width="500" align="left"|Use 3/4" drip groove where expansion device is located at bent. Continue to use 1-1/2" clear to reinforcing steel in bottom of beam. 3/4" drip groove shall be formed continuously around all piling at 3" from edge of beam.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 6.gif]]<br />
|width="500" align="left"|Minimum of 3 piles at 10'-0" cts., maximum spacing (1" increments).<br />
|-<br />
|valign="top"|[[Image:751.32 circled 7.gif|24px]]<br />
|width="500" align="left"|Piles shall not be battered.<br />
|}<br />
<br />
====751.32.3.2.1 Sway Bracing====<br />
<br />
(Use when specified on Design Layout or when required by design.)<br />
<br />
[[Image:751.32.3.2.1 steel bearing.jpg|center|675px]]<br />
<br />
<br />
<br />
[[Image:751.32.3.2.1 alternate.jpg|center|675px]]<br />
<br />
<br />
Guidance for use of sway bracing for steel bearing pile:<br />
<br />
(1) When angle slope of bracing becomes less than 15° to the horizontal, omit the diagonal angles and use the horizontal angles only (except on four pile bents, then use alternate shown above).<br />
<br />
Note: In case of a large number of piles, see the Structural Project Manager.<br />
<br />
=== 751.32.3.3 Encased Pile Cap Bent===<br />
<br />
Consideration shall be given to [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.20_Substructure_Type EPG 751.1.2.20 Substructure Type] before using this type of structure.<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|[[Image:751.32.3.3 part elev 2017.jpg|center|700px]]<br />
|-<br />
|[[Image:751.32.3.3 part section.jpg|center|300px]]<br />
|-<br />
!'''Part Section'''<br />
|}<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|valign="top"|[[Image:751.32 circled 1.gif]]<br />
|width="500" align="left"|Use 2'-6" minimum or as determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for seismic criteria (expansion joint bents only) (3" increments) or the minimum beam width required to meet pile edge distance requirement. <br />
|-<br />
|valign="top"|[[Image:751.32 circled 2.gif]]<br />
|width="500" align="left"|= 3’-0” (Min.) for Wide Flange, Double-Tee Girders,<br/> &nbsp;&nbsp;&nbsp;Prestressed Girders and Plate Girders.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 3.gif]]<br />
|width="500" align="left"|Check the clearance of the anchor bolt well to the top of pile. Increase the beam depth if needed.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 4.gif]]<br />
|width="500" align="left"|If the depth at the end of the beam, due to the steps, exceeds 4'-6", the beam bottom should be stepped or sloped.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 5.gif]]<br />
|width="500" align="left"|Height by design. Embed encasement 2 ft. (min.) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge design.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 6.gif]]<br />
|width="500" align="left"|Minimum of 3 piles at 10'-0" cts., maximum spacing (1" increments).<br />
|}<br />
<br />
===751.32.3.4 Closed Concrete Intermediate Diaphragms===<br />
<br />
See [[751.22 P/S Concrete I Girders#751.22.3.7.4 Bent Details|EPG 751.22.3.7.4 Bent Details]] for intermediate bent details required for closed concrete intermediate diaphragms.<br />
<br />
== 751.32.4 Reinforcement ==<br />
<br />
=== 751.32.4.1 Typical Pile Cap Bent ===<br />
<br />
[[image:751.32.4.1-01-2024.png|center|750px]]<br />
<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="550pt" align="left" valign="top"|Locate #4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" under bearings where required to maintain a 6" maximum spacing of combined stirrups. (#4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" are not required for Double-Tee Structures.)<br />
|-<br />
|&nbsp;||width="550pt"|For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Details of [[751.13 Expansion Devices#751.13.1.4 Details of Substructure Protection|protective coating and sloping top of beam to drain]] shall be used when below an expansion device.<br />
|-<br />
|&nbsp;||width="550pt"|When dimension “B” is required to be greater than 15” to clear piles by 1 ½”, typical when HP14 and CIP14 or larger diameter piles are used, add intermediate longitudinal bar(s) between piles. The spacing between intermediate bar(s) and full length bars shall not be greater than required by crack control provisions. Ends of intermediate bar(s) shall be hooked.<br />
|}<br />
<br />
<br />
[[image:751.32.4.1.3.jpg|center|700px]]<br />
[[image:751.32.4.1 longitudinal.jpg|center|500px]]<br />
::::(1) 6” (Max.), add #6 bars as needed.<br />
::::(2) 9” (Max.), add #6 bars at each face as needed.<br />
::::(3) Location 2 development length, f'c = 3 ksi:<br />
:::::::::::21" (uncoated)<br />
:::::::::::32" (epoxy coated)<br />
<br />
See [[751.5 Structural Detailing Guidelines#751.5.9.2.8 Development and Lap Splices|EPG 751.5.9.2.8]] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
=== 751.32.4.2 Encased Pile Cap Bent===<br />
<br />
Supplemental details for encased pile cap bents are provided.<br />
<br />
[[image:751.32.4.2 part elev 2020.jpg|center|700px]]<br />
<br />
<br />
[[image:751.32.4.2 part section 2020.jpg|center|500px]]<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="500pt" align="left" valign="top"|When dimension “A” is greater than 18” add intermediate longitudal bar(s) between piles. Ends of bar(s) shall be hooked. Keep 3” minimum clearance between the pile and intermediate bar(s) and do not show on the plans.<br />
|}<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|[[image:751.32.4.2 part plan Dec 2011.jpg|center|650px]]<br />
|-<br />
|align="center"|'''Part Plan'''<br />
|}<br />
<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="500pt" align="left" valign="top"|Locate #4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" under bearings where required to maintain a 6" maximum spacing of combined stirrups. (#4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" are not required for Double-Tee Structures.)<br />
|-<br />
|&nbsp;||width="500pt"|For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Details of [[751.13 Expansion Devices#751.13.1.4 Details of Substructure Protection|protective coating and sloping top of beam to drain]] shall be used when below an expansion device.<br />
|}<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=File:751.32.4.1-01-2024.png&diff=53605File:751.32.4.1-01-2024.png2024-03-22T14:03:54Z<p>Hoskir: Hoskir uploaded a new version of File:751.32.4.1-01-2024.png</p>
<hr />
<div>File uploaded with MsUpload</div>Hoskirhttps://epg.modot.org/index.php?title=751.22_Prestressed_Concrete_I_Girders&diff=53604751.22 Prestressed Concrete I Girders2024-03-22T13:51:13Z<p>Hoskir: /* 751.22.3.4.1 Reinforcing Steel Details */ fixed error from RR3851</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="180px" align="right" <br />
|-<br />
|'''Video'''<br />
|-<br />
|[[media:751.22 Concrete Girder July 2010.wmv|Concrete Girder]]<br />
|}<br />
<br />
==751.22.1 General==<br />
EPG 751.22 illustrates the general design procedure for prestressed concrete I girders (Type 2, 3, 4 and 6), bulb-tee girders (Type 7 and 8) and NU girders (NU 35, 43, 53, 63, 70 and 78) using AASHTO LRFD Bridge Design Specifications except as noted.<br />
===751.22.1.1 Material Properties===<br />
[[image:751.22.1.1.jpg|right|275px]]<br />
<br />
'''Increasing Girder Capacity'''<br />
<br />
The following allowable modification of material properties listed in order of increasing costs may be considered if required by design.<br />
:1. Increase concrete strength up to 8.0 ksi (''f′<sub>c</sub>'' = 6.5 ksi) (readily producible by fabricator)<br />
:2. Increase concrete strength greater than 8.0 ksi (readily producible by fabricator)<br />
:3. Modify geometric properties (in order of increasing costs)<br />
::a. Increase top flange height (and overall height accordingly)<br />
::b. Use modified Type 2, 3, 4 and 6 girders (most costly and inconvenient due to required forming bed modifications)<br />
<br />
'''Class A-1 Concrete '''<br />
<br />
Conventional concrete with the following compression strengths shall be used as required for I girders and bulb-tee girders.<br />
<br />
<center>''f′<sub>c</sub>'' = 6.0 ksi (''f′<sub>ci</sub>'' = 4.5 ksi) → ''f′<sub>c</sub>'' = 7.0 ksi (''f′<sub>ci</sub>'' = 5.0 ksi) → ''f′<sub>c</sub>'' = 8.0 ksi (''f′<sub>ci</sub>'' = 6.5 ksi)</center><br />
<br />
The lowest concrete strength satisfying the demand shall be used.<br />
<br />
The NU girders shall use conventional concrete with the following compression strength.<br />
<br />
<center>''f′<sub>c</sub>'' = 8.0 ksi (''f′<sub>ci</sub>'' = 6.5 ksi)</center><br />
<br />
High strength concrete with compressive strengths up to ''f′<sub>c</sub>'' =10 ksi (''f′<sub>ci</sub>'' = 7.0 ksi) may be used with the permission of the Structural Project Manager or Structural Liaison Engineer. High strength concrete may increase costs due to production modifications necessary to obtain the required strength.<br />
<br />
Modulus of Elasticity <br />
<br />
::''E<sub>c</sub>'' = 33,000''K<sub>1</sub>w<sub>c</sub><sup>1.5</sup>'''√'''f′<sub>c</sub> '' (''f′<sub>c</sub> ''in ksi)<br />
<br />
::where:<br />
:::''K<sub>1</sub>'' = correction factor for source of aggregate = 1.0 unless determined by physical testing<br />
:::''w<sub>c</sub>'' = 0.140 + 0.001''f′<sub>c</sub>'' (''f′<sub>c</sub>'' in ksi)<br />
<br />
Prestressing Strands<br />
<br />
Prestressing strands shall be Grade 270 uncoated, low relaxation, seven-wire strands in accordance with AASHTO M 203 with the following design properties.<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Ultimate tensile strength, ''f<sub>pu</sub>'' = 270 ksi||width="75"| ||1/2-inch strand: diameter, ''d<sub>ps</sub>'' = 0.5 in. and area, ''A<sub>ps</sub>'' = 0.153 in.<sup>2</sup><br />
|-<br />
|Yield strength, ''f<sub>py</sub>'' = 0.9''f<sub>pu</sub>'' = 243 ksi|| ||0.6-inch strand: diameter, ''d<sub>ps</sub>'' = 0.6 in. and area, ''A<sub>ps</sub>'' = 0.217 in.<sup>2</sup><br />
|-<br />
|Maximum allowed force per strand,<br/>&nbsp;&nbsp;&nbsp;&nbsp;''f<sub>pbt</sub>'' ''A<sub>ps</sub>'' = 30.98 kips (1/2-inch strands)<br/>&nbsp;&nbsp;&nbsp;&nbsp;''f<sub>pbt</sub>'' ''A<sub>ps</sub>'' = 43.94 kips (0.6-inch strands) || || Modulus of elasticity, ''E<sub>p</sub>'' = 28,500 ksi<br/>Maximum allowed stress prior to transfer,<br/>&nbsp;&nbsp;&nbsp;&nbsp;''f<sub>pbt</sub>'' = 0.75''f<sub>pu</sub>'' = 202.5 ksi <br />
|}<br />
<br />
Total initial prestress force equals the number of strands multiplied by the required initial prestress force per strand.<br />
<br />
Typically, the required initial prestress force per strand is the maximum allowed force per strand.<br />
<br />
Report on the plans the required number of strands by design and the total initial prestress force using [[751.50 Standard Detailing Notes#(H2c1.3)|EPG 751.50 Standard Detailing Notes H2c1.3]].<br />
<br />
'''Reinforcing Steel'''<br />
<br />
Deformed bars shall be Grade 60 in accordance with AASHTO M 31 with the following design properties.<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Yield strength, ''f<sub>y</sub>'' = 60.0 ksi||width="75"| || Modulus of elasticity, ''E<sub>s</sub>'' = 29,000 ksi<br />
|}<br />
<br />
Welded wire reinforcement shall be in accordance with AASHTO M 336 with the following design properties.<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|Yield strength, ''f<sub>y</sub>'' = 70.0 ksi||width="75"| || Modulus of elasticity, ''E<sub>s</sub>'' = 29,000 ksi<br />
|}<br />
<br />
All bars extending into slab shall be epoxy coated. Welded wired reinforcement shall not be epoxy coated.<br />
<br />
===751.22.1.2 Geometric Properties===<br />
<br />
The following sections, except those specified as modified, shall be preferred because of their familiarity to local precast plants. These sections have been entered into the beam section libraries of in-house design software. The top flange height and overall height may be increased if required but any deviation from the standard sections shown shall be discussed with Structural Project Manager or Structural Liaison Engineer. The use of the modified girders shall be discussed with Structural Project Manager or Structural Liaison Engineer.<br />
<br />
:'''I Girders:'''<br />
:[[image:751.22.1.2 type 2 2022.jpg|center|850px]]<br />
<br />
<br />
:[[image:751.22.1.2 type 3 2022.jpg|center|850px]]<br />
<br />
<br />
:[[image:751.22.1.2 type 4 2022.jpg|center|850px]]<br />
<br />
<br />
:[[image:751.22.1.2 type 6 2022.jpg|center|850px]]<br />
<br />
<br />
:'''Bulb-Tee Girders:'''<br />
:[[image:751.22.1.2 type 7 2022.jpg|center|850px]]<br />
<br />
<br />
<div id="NU Standard Girders"></div><br />
:'''NU Girders:'''<br />
[[Image:751.22.1.2 NU 35 43 53 2022.jpg|center|850px]]<br />
<br />
<br />
[[Image:751.22.1.2 NU 63 70 78 2022.jpg|center|850px]]<br />
<br />
===751.22.1.3 Typical Span Ranges===<br />
<br />
The following charts provide a general baseline for the maximum span lengths of prestressed I-girders and NU girders based off single span designs in accordance with LRFD, 9th Edition. The designs used for these charts use the maximum practical girder spacing (9’-6” for Type 2, 3 and 4 girders, approximately 11 feet to 11’-6” for all other girders shown). The charts were developed using designs that used standard materials and shapes and no debonding. Increased span lengths are possible with modification to the materials, shapes, and/or girder spacings used. Increased span lengths are also likely for continuous span bridges. See Increasing Girder Capacity section above for more information. These charts shall be used for preliminary design only.<br />
<br />
'''Limitations of the Charts:'''<br />
<br />
These charts only contain data on designs with a concrete compressive strength equal to 8.0ksi, this is due to a lack of sufficient data for designs using a concrete compressive strength of 6.0ksi or 7.0ksi. <br />
<br />
<center><b><big>Prestressed I-Girder Single Span Ranges</big></b></center><br />
[[image:751.22.1.3_PSI_8ksi_07-23.png|700px|center]]<br />
{| style="margin: auto;"<br />
| <b>Note: </b> || Type 7 I-Girder was not included due to there being insufficient data to report a justified range of span lengths.<br />
|}<br />
<br />
<br />
<center><b><big>Prestressed NU Girder Single Span Ranges</big></b></center><br />
[[image:751.22.1.3_PSNU_8ksi_07-23.png|700px|center]]<br />
{| style="margin: auto;"<br />
| style=vertical-align:top | <b>Note: </b> || Nu 78 Girders were excluded from this chart due to there being insufficient data to report an accurate</br>range of span lengths.<br />
|}<br />
<br />
===751.22.1.4 Span and Structure Lengths===<br />
<br />
====751.22.1.4.1 Limits====<br />
'''Span Lengths'''<br />
<br />
Designs using MoDOT standard Type 6 girders shall be limited to 105 feet maximum length to ensure stability during fabrication, shipping and erection.<br />
<br />
No limits are set for other types of prestressed girders however the Structural Project Manager or Structural Liaison Engineer shall be consulted prior to the design of any unusually long prestressed girder.<br />
<br />
'''Continuous Structure Lengths'''<br />
[[image:751.22.1.4.1.jpg|center|675px]]<br />
<br />
<br />
====751.22.1.4.2 Girder Length and Geometric Layout====<br />
<div id="Tangent Bridges"></div><br />
:'''Tangent Bridges'''<br />
:Girder lengths of exterior spans (i.e., end spans) and interior spans shall be computed using the requirements shown below. <br />
<br />
[[image:751.22.1.4.2 2021.jpg|center|775px]]<br />
<br />
<br />
::The layout length for single span shall be measured from centerline of bearing to centerline of bearing. If the difference between layout length of the end span and interior span is within one foot, then layout length should be adjusted if possible so the girder lengths are equal for end span and interior span.<br />
<br />
::(1) Minimum dimension from edge of bearing pad to end of girder equals one inch.<br />
<br />
::(2) Design layout lengths are horizontal lengths. Girder lengths should be adjusted according to grade and shall be specified to the nearest 1/8 inch.<br />
<br />
::(3) For large skews, end bent beam caps may need to be larger to provide edge distance.<br />
<br />
::(4) Horizontal distance along certerline of girder.<br />
<br />
::(5) = 1ʺ (minimum) + ½ bearing pad length which equals:<br />
:::: 5ʺ (minimum) for I-girders and squared-end adjacent beams, <br />
:::: 3 ½ʺ (minimum) for NU girders and spread beams with squared ends,<br />
:::: 3⅝ʺ (minimum) for skewed-end spread beams, 3½ʺSEC(15°).<br />
<br />
:'''Curved Bridges'''<br />
:Layout of any curved structure may be done using any coordinate geometry programs available. To layout the bridge, use the following steps:<br />
<br />
:#Start out by laying in the centerline (CL) of the survey curve.<br />
:#Locate the tie point of the bridge. This point will usually be on the CL of the survey curve but may be on a baseline which is offset a certain distance to the CL of the survey curve.<br />
:#A second tie point may be required if the skew is not measured to the CL of roadway at the bridge tie point. If this is the case, establish the tie point at the specified station and plot the skew line at the required angle.<br />
:#Next, on the centerline of structure or baseline curve, locate the station of the CL of bent for each intermediate bent and the fill face for the end bents. Once these points are located, plot lines through these stations parallel to skew line. Normally the layout file will specify that all bents are parallel to the skew line; however, there may be times when the bents are radial or have varying skews.<br />
:#When locating the stations in the preceding step, the distance between CL of intermediate bents are exactly the layout lengths specified on the file. However, the end spans need to follow the procedure for calculating length set forth in [[#Tangent Bridges|Tangent Bridges]]. <br />
:#When the CL of the intermediate bents and the fill face lines have been added, chords should be drawn connecting these points sequentially. For example, if you have a three-span bridge, chords should be drawn from the fill face of bent 1 to CL of bent 2, CL bent 2 to CL bent 3, and CL bent 3 to fill face bent 4.<br />
:#When all the chords are in, offset each girder in each span parallel to this chord. The perpendicular distance between girders will be the same for all spans, but the skew distance between girders along the bent will vary from bent to bent depending on the skew to the CL at that point. The designer needs to be aware of the fact that at an intermediate bent the distance between bearings on the approaching and leaving span sides will be different distances. These bearings will not line up across the bent and will actually diverge more the farther away they are from the CL of the survey.<br />
:#When establishing the CL of bearing points, the designer needs to allow for a minimum of seven (7) inches between ends of girders at the bents while keeping in mind that the girders will be offset and at different skews. If the offset is greater than half the girder bottom flange width, see Structural Project Manager. The distance from the end of girder to CL of bearing point should be half of the bearing length plus one inch minimum clearance. Once the distance for CL bent to CL of bearing is calculated, the designer should offset lines by that dimension on either side of the CL of bent. These lines will then be intersected with each of the girder lines to create the bearing points on each bent.<br />
:#Between the bearing points at the ends of the girders, quarter points or tenth points need to be established, depending on the girder span. These points will be used in calculating the haunch and bottom of slab elevations for the bridge deck.<br />
:#The bridge deck and barrier or railing can be laid in by offsetting the centerline of roadway to each side by the proper distance. Curves should be laid in to designate both the inside and outside edges of the barrier or railing. These will later be useful in laying in the wings and end bents.<br />
:#After the outside edge of slab curves are plotted, the curve offsets need to be found. The intersection points of the outside edge of slab and the centerline of each bent or fill face can be connected with chords. The distance between these chords and their partner curves need to be calculated at five-foot intervals beginning at the center point of each chord. <br />
:#Joints are placed in the barrier or railing at each bent. These joints are placed perpendicular to the centerline of the roadway through the intersection point of the centerline bent and the inside edge of barrier or railing.<br />
:#Wing layout length is given on the profile sheets in the layout file. An arc should be struck so as to intersect the inside edge of barrier or railing the specified length from a point at the intersection of the fill face and the inside edge of barrier or railing. This point will mark the end of the wing which is perpendicular to the centerline of the roadway.<br />
<br />
:The vertical curve information needs to be added so a program can calculate the elevations at the desired stations. After this is done, the designer can request any of the following information which will be needed:<br />
::*Stations and elevations of all points<br />
::*Offset distances to the chords<br />
::*Lengths of girders<br />
::*Distances between bearings<br />
::*Angles between girders and each bent<br />
::*Lengths of bents<br />
::*Lengths of barrier or railing between joints<br />
::*Minimum vertical clearance.<br />
<br />
====751.22.1.4.3 Coping of Girder Ends====<br />
<br />
Non-Integral end bents with skews greater than 40 degrees shall always have girder ends coped. Skews less than 40 degrees shall have girder ends coped on case by case basis. It is preferable to not cope across the web.<br />
<br />
Check clearance from fill face of integral end bents to bottom flanges of NU girders. Maintain 3-inch minimum clearance. Coping may be permitted with approval of the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
<center>[[Image:751.22.1.4 coping_detail.jpg|center|775px]]</center><br />
<br />
<center>'''PART PLAN SHOWING COPING DETAIL'''</center><br />
<center>'''(I Girder shown; Bulb-Tee and NU Girder similar)'''</center><br />
<br />
===751.22.1.5 Constant and Varied Joint Filler Loads===<br />
<br />
'''Varied joint filler load'''<br />
<br />
Girders shall be first designed assuming that the contractor will vary the joint filler supporting the panels on the girder flange. This assumption will maintain the minimum slab/panel combination thickness of 8 1/2 inches, and will eliminate the possibility of increased load due to varying slab thickness.<br />
<br />
<br />
'''Constant joint filler load'''<br />
<br />
With the girder designed and the camber and haunching dimensions calculated, the girder should be checked assuming the contractor will use a constant 1” joint filler. This will cause the slab thickness to vary due to camber of the girder, increasing load. This additional load shall be placed as a concentrated load at 1/8 point from each end of the girder. <br />
<br />
An example of how this concentrated load could be calculated is shown as follows:<br />
:Load <math>\, w = (A)(0.15 kips/ft.^3)</math><br />
:Determine the concentrated load* to girders by distributing w transversely across the girders. If the minimum haunch is greater than 1” joint filler, the additional haunch shall be included in the slab thickness as a uniform load. If the use of these loads causes the girder design to change, it shall be the responsibility of the designer to determine if the camber and haunching should be recalculated.<br />
<br />
<math>*</math>This load shall be positioned at the 1/8 point from centerline of bearing pad.<br />
<br />
The girder and bearing designs should be checked for the constant joint filler option and constant joint filler load. However, camber, haunching and beam seat elevations shown on the plans should be based on the variable joint filler option.<br />
<br />
<br />
<center>[[Image:751.22_Joint_Filler_Loads.gif]]</center><br />
<br />
<center>'''JOINT FILLER LOADS'''</center><br />
<br />
==751.22.2 Design==<br />
===751.22.2.1 Load Combinations===<br />
<br />
<br />
In general, each component shall satisfy the following equation:<br />
<br />
<math>\,Q = \textstyle \sum</math><math>\, \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
<br />
<br />
Where:<br />
{|<br />
|<math>\,Q</math>||= Total factored force effect<br/><br />
|-<br />
|<math>\,Q_i</math>||= Force effect<br/><br />
|-<br />
|<math>\,\eta_i</math>||= Load modifier<br/><br />
|-<br />
|<math>\,\gamma_i</math>||= Load factor<br/><br />
|-<br />
|<math>\,\phi</math>||= Resistance factor<br/><br />
|-<br />
|<math>\,R_n</math>||= Nominal resistance<br/><br />
|-<br />
|<math>\,R_r</math>||= Factored resistance<br />
|}<br />
<br />
<br />
;Limit States<br />
The following limit states shall be considered for P/S Girder design:<br />
<br />
:SERVICE I - for compressive stress<br />
:SERVICE III - for tensile stress<br />
:STRENGTH I<br />
<br />
See LRFD Table 3.4.1-1 for Loads and Load Factors applied at each given limit state.<br />
<br />
<br />
;Resistance factors, <math>\,\phi</math><br />
STRENGTH limit states, see LRFD Article 6.5.4.2 & 5.5.4.2<br/><br />
For all other limit states, <math>\,\phi</math> = 1.00<br />
<br />
<br />
'''See [[751.2_Loads#Load Modifiers|EPG 751.2.3.1 Load Modifiers]].'''<br />
<br />
===751.22.2.2 Prestressing Strands===<br />
<br />
<br />
'''Transfer Length of Prestressing Strands'''<br />
<br />
The prestressing force may be assumed to vary linearly from zero at the point where bonding commences to a maximum at the transfer length. The transfer length may be taken as 60 times the strand diameter.<br />
<br />
<br />
'''Development Length of Prestressing Strands'''<br />
<br />
The development length for prestressing strands shall be taken as:<br />
<br />
<math>\,l_d\ge1.6\Bigg(f_{ps}-\frac{2}{3}f_{pe}\Bigg)d_{ps}</math><br />
<br />
Where:<br />
<math>\,d_{ps}</math> = Nominal diameter of strand, (in.)<br />
<math>\,f_{ps}</math> = Average stress in prestressing strand at the time for which the nominal resistance of the girder is required, (ksi)<br />
<br />
<br />
'''Stress limits for prestressing strands'''<br />
<br />
Strand stress at service limit state shall not exceed the following:<br />
<br />
At jacking:<br />
:::<math>\,f_{pj}\le0.75f_{pu}</math> ksi<br />
:::(For typical girders and fabrication economy, <math>\,f_{pj} = 0.75 f_{pu}</math>)<br />
<br />
At service limit state after all losses:<br />
:::<math>\,f_{pe}\le0.80f_{py}</math> ksi<br />
<br />
Where:<br />
{|<br />
|<math>\,f_{pj}</math>|| = Stress in prestressing strand at jacking, (ksi)<br />
|-<br />
|<math>\,f_{pe}</math>|| = Effective stress of strand after all losses, (ksi)<br />
|-<br />
|<math>\,f_{py}</math>|| = Yield strength of strand, (ksi)<br />
|-<br />
|<math>\,f_{pu}</math>|| = Ultimate tensile strength of strand, (ksi)<br />
|}<br />
<br />
<br />
'''Prestress Losses'''<br />
<br />
Refined estimates of time-dependent losses are used, based on AASHTO LRFD Article 5.9.3.4, as opposed to approximate lump sum estimate of losses in AASHTO LRFD Article 5.9.3.3. <br />
<br />
The prestress losses shall be calculated to investigate concrete stresses at two different stages. <br />
#Temporary stresses immediately after transfer:<br />
#Final stresses<br />
<br />
<br />
SERVICE I and SERVICE III Limit states shall be investigated at each stage. <br />
<br />
<div id="Harped Strands"></div><br />
'''Harped Strands'''<br />
<br />
Harped strands, although they add to the shear strength of the girder, are primarily used to keep the girder stresses (both top and bottom) within allowable limits while developing the full capacity of the girder at midspan.<br />
<br />
Harped strands should be held down at points of 0.4 of the distance from each end of the girder. Distances along girder to hold-down devices and between hold-down devices should be reported on the plans to the nearest inch. Per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 1029], precaster may position hold-down devices +/- 6 in. longitudinally from position shown on the plans.<br />
<br />
<center>[[Image:751.22_harped_strand_layout.gif]]</center><br />
<br />
<br />
<center>'''Example Harped Strand Layout'''</center><br />
<br />
<br />
The jacking force applied to prestress strands produces an excessive vertical uplift in short spans on tall girders resulting in failure of harped strand hold-downs. The allowable limits for hold-downs are as follows:<br />
<br />
#5 kip/strand<br />
#10 kip/bolt<br />
#42 kip/hold-down<br />
<br />
<br />
<center>[[Image:751.22_hold-down_device.gif]]</center><br />
<br />
<br />
<center>'''Hold-Down Device'''</center><br />
<br />
<br />
If necessary lower harped strand end location to meet criteria or use straight strands only. Investigate the possibility of using all straight strands when strength check of a hold-down device exceeds allowable. <br />
<br />
'''Straight Strands'''.<br />
<br />
Short spans (<40 ft.) are to use straight strands only for all girders greater than 2'-8" tall. Use at least two straight strands at the top of the girder when straight strands are used. Where straight strands only will not work a single hold-down point may be used. Note: A single point hold-down has twice the uplift force.<br />
<br />
'''Strand Arrangement Optimizing'''<br />
<br />
Using all straight strands for girder lengths less than 70 feet shall be investigated for Type 6, 7 and 8 girders and all NU girders in order to reduce risk of strand or hold-down breakage, increase safety by reducing risk of injury during fabrication and reduce cost. <br />
<br />
Consider using the same section for all spans. This permits the use of shorter girders in the casting bed with longer girders, even if straight strands are needed, in the top flanges of the girders. They can be placed at either end of the bed and still optimize the usage of the bed.<br />
<br />
Consider using the same number of draped strands for all spans and debond where needed. Strand patterns should be similar between long and short spans. For example, the designer should not use a single column of draped strands on the short spans and two columns of draped strands on the long spans. This will prevent optimization of the bed.<br />
<div id="When using straight strands"></div><br />
When using straight strands in the top flange of NU Girders and harped strands, lower (drop) the harped strand end locations and vertically align straight strands directly over harped strands to facilitate top flange blockout fabrication by removing interference created between straight strands placed to the outside of the harped strands and the flange blockout forms. If for any reason this is not possible, then place straight strands to the outside of the harped strands.<br />
<br />
'''Debonding Strands'''<br />
<br />
Debonding at girder ends may be used to reduce concrete compressive forces and shall be used if required to reduce the prestress force at transfer to meet bursting/splitting requirements. Debonding strands shall be avoided at girder ends located underneath expansion joints.<br />
<br />
In all debonding operations the prestressing forces must be in such a manner as to prevent any sudden or shock loading.<br />
<br />
Debonding a strand consists of wrapping the unnecessary strand(s) with a polyethylene plastic sleeve that prevents interaction of the strand with the concrete during casting and release which prevents any prestress force transfer.<br />
<br />
===751.22.2.3 Flexure===<br />
<br />
Flexure capacity of girders shall be determined as the following.<br />
<br />
'''Flexural resistance at strength limit state'''<br/><br />
<br />
<math>\,M_r = \phi M_n \ge M_u</math><br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\,M_r</math>||=||Flexural resistance<br />
|-<br />
|<math>\,M_n</math>||=||Nominal flexural resistance<br />
|-<br />
|<math>\,M_u</math>||=||Total factored moment from Strength I load combination<br />
|-<br />
|valign="top"|<math>\, \phi</math><br />
|valign="top"|=<br />
|Flexural resistance factor as calculated in LRFD 5.5.4.2<br />
|}<br />
<br />
<br />
'''Negative moment reinforcement design'''<br />
<br />
P/S I-girder shall be designed as a reinforced concrete section at regions of negative flexures (i.e., negative moments). <br />
<br />
At least one-third of the total tensile reinforcement provided for negative moment at the support shall have an embedment length beyond the point of inflection not less than the specified development length of the bars used.<br />
<br />
Slab longitudinal reinforcement that contributes to making the precast beam continuous over an intermediate bent shall be anchored in regions of the slab that can be shown to be crack-free at strength limit states. This reinforcement anchorage shall be staggered. Regular longitudinal slab reinforcement may be utilized as part of the total longitudinal reinforcement required.<br />
<br />
<br />
'''Effective Slab Thickness '''<br />
<br />
An effective slab thickness shall be used for design by deducting from the actual slab thickness a 1” integral, sacrificial wearing surface. <br />
<br />
<br />
<div id="Design A1 reinforcement in the top flange"></div><br />
<br />
'''Design A1 reinforcement in the top flange '''<br />
<br />
The A1 reinforcement shall resist the tensile force in a cracked section computed on the basis of an uncracked section. <br />
<br />
For I girders and bulb-tee girders, A1 reinforcement shall consist of deformed bars (minimum #5 for Type 2, 3 and 4 and minimum #6 for Type 6, 7 and 8).<br />
<br />
For NU girders, A1 reinforcement shall consist of the four 3/8-inch diameter reinforcement support strands with deformed bars added only as needed. The WWR in the top flange shall not be used for A1 reinforcement because there is insufficient clearance to splice the WWR.<br />
<br />
Reinforcement shall be designed and spliced using f’<sub>ci</sub> in accordance with [[751.5 Structural Detailing Guidelines#751.5.9.2.8 Development and Lap Splices|EPG 751.5.9.2.8 Development and Lap Splices]].<br />
<br />
<br />
Required steel area is equal to:<br />
<br />
<br />
<math>\,A1=\frac{T_t}{f_s}</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, f_s</math>||= <math>\, 0.5 f_y \le 30 KSI</math>, allowable tensile stress of mild steel, (ksi)<br />
|-<br />
|<math>T_t</math>||= Resultant of total tensile force computed on the basis of an uncracked section, (kips)<br />
|}<br />
<br />
<br />
'''Limits for reinforcement'''<br />
<br />
The following criteria shall be considered only at composite stage.<br />
<br />
Minimum amount of prestressed and non-prestressed tensile reinforcement shall be so that the factored flexural resistance, ''M<sub>r''</sub>, is at least equal to the lesser of:<br/><br />
<br />
::1) M<sub>cr</sub> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Eq. 5.6.3.3-1<br />
::2) 1.33M<sub>u</sub><br />
<br />
Where:<br />
{|border="0" cellpadding="5" <br />
|-<br />
|M<sub>cr</sub>||=||Cracking moment, (kip-in.)<br />
|-<br />
|M<sub>u</sub> ||=||Total factored moment from Strength I load combination, (kip-in.)<br />
|}<br />
<br />
===751.22.2.4 Shear===<br />
<br />
<br />
Shear capacity of girders shall be checked along girder length and girder-slab interface.<br />
<br />
<br />
'''Shear resistance at strength limit state'''<br />
<br />
<math>\, V_r = \phi V_n \ge V_u</math><br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\, V_r</math>||=||Shear resistance<br />
|-<br />
|<math>\, V_n</math>||=||Nominal shear resistance<br />
|-<br />
|<math>\, V_u</math>||=||Total factored shear from Strength I load combination<br />
|-<br />
|<math>\, \phi</math>||=||Shear resistance factor<br />
|}<br />
<br />
<br />
'''Nominal shear resistance'''<br />
<br />
The nominal shear resistance, <math>\, V_n</math>, shall be lesser of:<br />
::*<math>\, V_c + V_s + V_p</math>, or<br />
::*<math>\, 0.25 f'_{c} b_v d_v + V_p</math><br />
<br />
<br />
Where:<br />
<br />
<math>\, V_c = 0.0316 \beta b_v d_v \sqrt{f'_c}</math><br />
<br />
<br />
<math>\, V_s = \frac {A_v f_y d_v (cot \theta + cot \alpha) sin \alpha}{s}</math><br />
<br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\, V_c</math>||=||Nominal concrete shear resistance, (kips)<br />
|-<br />
|<math>\, V_s</math>||=||Nominal shear reinforcement resistance, (kips)<br />
|-<br />
|<math>\, V_p</math>||=||Component of prestressing force in the direction of shear force, (kips)<br />
|-<br />
|<math>\, b_v</math>||=||Thickness of web, (in.)<br />
|-<br />
|valign="top"|<math>\, d_v</math><br />
|valign="top"|=<br />
|Effective shear depth taken as the distance measured perpendicular to the neutral axis, between the resultants of tensile and compressive forces due to flexure, (in.)<br />
|-<br />
|<math>\, s</math>||=||Spacing of shear reinforcement, (in.)<br />
|-<br />
|<math>\, \beta</math>||=||Factor indicating ability of diagonally cracked concrete to transmit tension<br />
|-<br />
|<math>\, \theta</math>||=||Angle of inclination of diagonal compressive stress, (degree)<br />
|-<br />
|<math>\, \alpha</math>||=||90.0, Angle of inclination of shear reinforcement to a longitudinal axis, (degree)<br />
|-<br />
|<math>\, A_v</math>||=||Area of shear reinforcement, (in.<sup>2</sup>)<br />
|-<br />
|<math>\, f_y</math>||=||Minimum yield strength of tension shear reinforcement, (ksi)<br />
|}<br />
<br />
<br />
'''Design sections near supports'''<br />
<br />
Where a reaction force in the direction of the applied shear introduces compression into the end region of girder, the location of the critical section for shear is measured from the internal face of support a distance, ''d<sub>v</sub>''. Otherwise, the design section shall be taken at the internal face of the support.<br />
<br />
<br />
Where:<br />
<br />
<br />
<math>\, d_v</math> = effective shear depth taken as the distance, measured perpendicular to the neutral axis, between the resultants of the tensile and compressive forces due to flexure; it need not be taken to be less than the greater of 0.9d<sub>e</sub> and 0.72h.<br />
<br />
<br />
'''Girder regions requiring shear reinforcement'''<br />
<br />
Girder shear reinforcement, usually consisting of stirrups, shall be provided where:<br />
<br />
<br />
<math>\, V_u > 0.50 \phi (V_c + V_p)</math><br />
<br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\, V_u</math>||=||Factored shear force from Strength I load combination, (kips)<br />
|-<br />
|<math>\, V_c</math>||=||Nominal concrete shear resistance, (kips)<br />
|-<br />
|<math>\, V_p</math>||=||Component of prestressing force in the direction of shear force, (kips)<br />
|-<br />
|valign="top"|<math>\, \phi</math><br />
|valign="top"|=<br/>=<br />
|Shear resistance factor<br />
0.9 for normal weight concrete<br />
|}<br />
<br />
<br />
'''''Shear Reinforcement Limits'''''<br />
<br />
<br />
'''Minimum reinforcement'''<br />
<br />
Area of shear reinforcement shall not be less than:<br />
<br />
<br />
<math>\, A_v \ge 0.0316 \Bigg( \frac{b_v s}{f_y} \Bigg) \sqrt{f'_c}</math> <br />
<br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\, A_v</math>||=||Area of shear reinforcement, (in.<sup>2</sup>)<br />
|-<br />
|<math>\, b_v</math>||=||Thickness of web, (in.)<br />
|-<br />
|<math>\, s</math>||=||Spacing of shear reinforcement, (in.)<br />
|-<br />
|<math>\, f'_c</math>||=||Final concrete compressive strength, (ksi)<br />
|}<br />
<br />
<br />
'''Maximum spacing'''<br />
<br />
Maximum spacing of shear reinforcement shall be determined as:<br/><br />
If <math>\, v_u<0.125 f'_c</math>, then <math>\, s_{max} = 0.8 d_v \le 24.0^{\prime\prime}</math><br />
<br />
<br />
If <math>\, v_u \ge 0.125 f'_c</math>, then <math>\, s_{max} = 0.4 d_{v} \le 12.0^ {\prime\prime}</math><br />
<br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|valign="top"|<math>\, d_v</math><br />
|valign="top"|=<br />
|Effective shear depth taken as the distance measured perpendicular to the neutral axis, between the resultants of tensile and compressive forces due to flexure, (in.)<br />
|-<br />
|<math>\, v_u</math>||=||Shear stress on concrete, (ksi)<br />
|-<br />
|<math>s_{max}</math>||=||Maximum spacing of shear reinforcement, (in.)<br />
|}<br />
<br />
<br />
Shear stress on concrete shall be determined as:<br />
<br />
<br />
<math>\, v_u = \frac {V_u - \phi V_p}{\phi b_v d_v}</math><br />
<br />
<br />
<math>\, d_v = \Bigg( d_e - \frac{a}{2} \Bigg) \ge larger of \begin{cases}0.9 d_e\\0.72h\end{cases}</math> <br />
<br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\, v_u</math>||=||Shear stress on concrete, (ksi)<br />
|-<br />
|<math>\, V_u</math>||=||Factored shear from Strength I load combination, (kips)<br />
|-<br />
|valign="top"|<math>\, \phi</math><br />
|valign="top"|=<br>=<br />
|Shear resistance factor<br />
0.9 for normal weight concrete<br />
|-<br />
|<math>\, b_v</math>||=||Thickness of web, (in.)<br />
|-<br />
|<math>\, V_p</math>||=||Component of prestressing force in the direction of shear force, (kips)<br />
|-<br />
|valign="top"|<math>\, d_v</math><br />
|valign="top"|=<br />
|Effective shear depth taken as the distance measured perpendicular to the neutral axis, between the resultants of tensile and compressive forces due to flexure, (in.)<br />
|-<br />
|&nbsp;||=||<math>\, \frac{M_n}{A_s f_y + A_{ps} f_{ps}}</math><br />
|-<br />
|<math>\, d_e</math>||=||Distance from extreme compression fiber to the centroid of tensile force in the tensile reinforcement, (in.)<br />
|-<br />
|<math>\, h</math>||=||Total height of girder including slab thickness, (in.)<br />
|}<br />
<br />
<br />
'''Girder-Slab Interface'''<br />
<br />
The horizontal shear between the girder and slab shall be determined as specified in LRFD 5.7.4.4. The nominal horizontal shear resistance of the interface plane shall be taken as specified in LRFD 5.7.4.3. Minimum interface shear reinforcement shall be provided as specified in LRFD 5.7.4.2. The parameters used in determining the nominal horizontal shear resistance shall be taken as specified for a “cast-in-place concrete slab on clean concrete girder surfaces, free of laitance with surface roughened to an amplitude of 0.25 inch.” <br />
<br />
The interface shear shall be resisted by extending and anchoring the vertical shear reinforcement into the slab. If the resistance provided by extending the vertical shear reinforcement is inadequate then, in lieu of increasing shear reinforcement, additional U bars may be provided as shown for a Type 7 girder in [[#751.22.3.4 Girder Reinforcement|EPG 751.22.3.4 Girder Reinforcement]].<br />
<div id="For NU girders and spread beams"></div><br />
For NU girders and spread beams the top flange shall be debonded at the edges using a smooth finish and an applied bond breaker to help aid with future deck removal and minimize stress concerns with the thin flange of the NU girders. The debonded regions shall not be included when determining the nominal horizontal shear resistance. The minimum debonded width shown below may be increased in lieu of adding additional U bars in order to reduce the minimum interface shear reinforcement.<br />
<br />
[[image:751.22.2.4 Minimum Debonded Width Oct 2021.jpg|450px|center]]<br />
[[image:751.22.2.4 footnote.jpg|397px|center]]<br />
<br />
The debonding regions shall be indicated on the plans by specifying the required smooth finish and applied bond breaker in the dimensions detail on the beam or girder sheet. Omit underlined portion of footnote (1) if prestressed panels are not used. <br />
<br />
Similarly, for all other prestressed girders and beams, the joint filler width supporting precast panels shall be considered debonded and excluded when determining the interface resistance.<br />
<br />
<div id="Pretensioned anchorage zones"></div><br />
<br />
===751.22.2.5 Pretensioned Anchorage Zones=== <br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;&nbsp; &nbsp;(LRFD 5.9.4.4)<br />
<br />
<br />
'''Bursting Resistance''' (AASHTO Splitting Resistance)<br />
<br />
The bursting resistance of anchorage zones provided by vertical reinforcement (i.e., B2 bars and the D31 wires of WWR6) in the ends of prestressed girders at the service limit state shall be taken as:<br />
<br />
<br />
::<math>\, P_r = f_s A_s \ge 0.04f_{pbt}</math><br />
<br />
The required vertical reinforcement shall be provided within the following end regions:<br />
::'''I Girders, NU 35, 43 & 53 Girders:'''<br />
::::- Within h/3, ''in accordance with research by Davis, Buckner and Ozyildirimon (Dunkman et al. 2009). ''<br />
::'''Bulb-Tee Girders and NU 63, 70 & 78 Girders:'''<br />
::::- Within h/4<br />
<br />
<br />
Where:<br />
{|border="0" cellpadding="5"<br />
|<math>\, f_s</math>||=||Stress in mild steel not exceeding 20 ksi<br />
|-<br />
|valign="top"|<math>\, A_s</math>||valign="top"|=||Total area of vertical reinforcement located within the specified minimum distance from the end of the girder where h equals the overall depth of precast member as shown below.<br />
|-<br />
|<math>\, f_{pbt}</math>||=||Prestressing force immediately prior to transfer<br />
|}<br />
<br />
<br />
[[Image:751.22.2.5 2022.jpg|center|550px]]<br />
<center>'''Anchorage Zone (Bursting and Confinement) for I Girders'''<br/>(Bursting zone or reinforcement may differ for other girder types)</center><br />
<br />
The number of strands bonded in the anchorage zone is limited by the standard bursting reinforcement of [[#751.22.3.4.3 Anchorage Zone Reinforcement|EPG 751.22.3.4.3 Anchorage Zone Reinforcement]] and the 20 ksi resistance stress limit.<br />
<br />
<center>'''Maximum Number of Bonded Strands at Girder Ends, N<sub>s</sub>'''<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" colspan="6"|I Girders & Bulb-Tee Girders<sup>a</sup> !!width="50" rowspan="10"| !!style="background:#BEBEBE" colspan="6"|NU Girders<br />
|-<br />
! style="background:#BEBEBE" rowspan="2"| Type!! style="background:#BEBEBE" rowspan="2"|h/3 or<br/>h/4 (in.) !! style="background:#BEBEBE" rowspan="2"|#6-B2<br/>Pairs !! style="background:#BEBEBE" rowspan="2"|A<sub>s</sub><br/>(in.<sup>2</sup>) !! style="background:#BEBEBE" colspan="2"|N<sub>s</sub> !! style="background:#BEBEBE" rowspan="2"|Type !! style="background:#BEBEBE" rowspan="2"|h/3 or<br/>h/4 (in.) !! style="background:#BEBEBE" rowspan="2"| D31<br/>Pairs!! style="background:#BEBEBE" rowspan="2"| A<sub>s</sub><br/>(in.<sup>2</sup>)!! style="background:#BEBEBE" colspan="2"|N<sub>s</sub> <br />
|-<br />
!style="background:#BEBEBE"|(0.5") !! style="background:#BEBEBE"| (0.6")!!style="background:#BEBEBE"| (0.5")!! style="background:#BEBEBE"|(0.6")<br />
|-<br />
|Type 2 ||10.67||3.0 ||2.65 ||20 ||20 ||NU 35 ||11.81 ||5.5 ||3.41 ||54||38<br />
|-<br />
|Type 3 ||13.00 ||4.0 ||3.53 ||24 ||24 ||NU 43 ||14.44 ||7.0 ||4.34 ||62<sup>a</sup>||48<br />
|-<br />
|Type 4 ||15.00 ||4.0 ||3.53 ||32 ||32 ||NU 53 ||17.72 ||8.5 ||5.27 ||62<sup>a</sup>||52<sup>b</sup><br />
|-<br />
|Type 6||18.00 ||4.0 ||3.53 ||38 ||38 ||NU 63 ||15.75 ||7.5 ||4.65 ||62<sup>a</sup>||52<br />
|-<br />
|Type 7 ||18.13||4.0 ||3.53 ||40 ||40 ||NU 70 ||17.72 ||8.5 ||5.27 ||62<sup>a</sup>||58<br />
|-<br />
|Type 8 ||15.88 ||4.0 ||3.53 ||40 ||40 ||NU 78 ||19.69 ||9.0 ||5.58 ||62<sup>a</sup>||62<sup>a</sup><br />
|-<br />
|colspan="6"|&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Area of one #6-B2 bar = 0.4418 in.<sup>2</sup>||colspan="6"|&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Area of one D31 wire = 0.31 in.<sup>2</sup><br />
|-<br />
|align="left" colspan=13"|'''<sup>a</sup>''' Maximum number capped by strand arrangements shown in this article and on the Bridge Standard Drawings.<br />
|-<br />
|align="left" colspan=13"|'''<sup>b</sup>''' Maximum number capped not to exceed the maximum allowed for the NU 63 girder.<br />
|}<br />
</center><br />
<br />
:::''N<sub>s</sub> ≤ A<sub>s</sub> /A<sub>s</sub>(req)'' (Rounded down to nearest even number for the purpose of symmetry.)<br />
<br />
:Where:<br />
:::A<sub>s</sub>(req) = Required bursting reinforcement for one prestressing strand.<br />
:::::= 0.04''f<sub>pbt</sub>A<sub>ps</sub> /f<sub>s</sub>''<br />
:::::= (0.04)(202.5 ksi)(0.153 in.<sup>2</sup>)/(20 ksi) = 0.0620 in.<sup>2</sup>&nbsp;&nbsp;&nbsp; (1/2-inch strand)<br />
:::::= (0.04)(202.5 ksi)(0.217 in.<sup>2</sup>)/(20 ksi) = 0.0879 in.<sup>2</sup>&nbsp;&nbsp;&nbsp; (0.6-inch strand)<br />
<br />
<br />
'''Confinement reinforcement'''<br />
<br />
Confinement reinforcement (i.e., D1 bars or G1 bars spaced with WWR4) shown in the figure above shall be placed to confine the prestressing strands in the bottom flange for a minimum distance of 1.5''d'' from the end of beam.<br />
<br />
The reinforcement shall not be less than #3 deformed bar, with spacing not exceeding 6.0 inches and shaped to enclose the strands.<br />
<br />
The use of D1 bars shall be extended for the full length of I girders, bulb-tee girders and alternate bar-reinforced NU girders.<br />
<br />
The use of G1 bars at 6-inch spacing shall be extended for the first 10 feet and then at 12-inch spacing for the remaining length of welded wire-reinforced NU girders.<br />
<br />
===751.22.2.6 Deformations===<br />
<br />
<br />
'''Criteria for deflection'''<br />
<br />
For investigating maximum absolute deflection, all design lanes shall be loaded, and all supporting components should be assumed to deflect equally.<br />
<br />
For composite design, the design cross-section should include the entire width of the roadway and the structurally continuous portions of railings, sidewalks, and median barriers. Note that barrier and railing are usually discontinuous over the bents. For skewed bridges, a right cross-section may be used. <br />
<br />
Service I load combination shall be used. Dynamic load allowance shall be applied. <br />
<br />
<br />
'''See [[751.2_Loads#751.2.4.2_Live_Load_Deflection|EPG 751.2.4.2 Live Load Deflection Limits]].'''<br />
<br />
<br />
'''Calculation of deflection and camber'''<br />
<br />
Deflection and camber calculations shall consider all internal loads (i.e., prestressing, concrete creep, and shrinkage) and external loads such as dead loads and live loads.<br />
<br />
<br />
Camber is an upward displacement caused by moment due to prestressing forces. Deflection is a downward displacement due to external loads. Therefore, both camber and deflection shall be considered in making an appropriate adjustment for final profile grade on the bridge.<br />
<br />
<br />
'''Initial camber at transfer at midspan'''<br />
<br />
Total initial camber at transfer due to self-weight of girder and prestressing forces shall be determined as:<br />
<br />
<br />
<math>\, \Delta_{IC} = \Delta_g + \Delta_{SS} + \Delta_{HS}</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \Delta_{IC}</math>||= Initial camber at transfer<br />
|-<br />
|<math>\, \Delta_g</math>||= Deflection due to self-weight of girder<br />
|-<br />
|<math>\, \Delta_{SS}</math>||= Camber due to prestressing straight strands<br />
|-<br />
|<math>\, \Delta_{HS}</math>||= Camber due to prestressing harped strands<br />
|}<br />
<br />
<br />
Note: Positive and negative values indicate downward and upward displacements, respectively.<br />
<br />
<br />
'''Camber at midspan after strand release (Estimated at 7 days)'''<br />
<br />
Theoretical camber of girder after strand release due to self-weight of girder and prestressing forces shall be determined at 7 days as:<br />
<br />
<math>\, \Delta_7 = \Delta_{IC} + \Delta_{CR\ at\ 7\ days}</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \Delta_7</math>||= Camber at 7 days after strand release with creep<br />
|-<br />
|<math>\, \Delta_{CR\ at\ 7\ days}</math>||= Time - dependent camber due to creep at 7 days<br />
|}<br />
<br />
Note: Camber is calculated 7 days after strand release to allow sufficient time for inspection. See [https://epg.modot.org/index.php?title=Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members EPG 1029 Fabricating Prestressed Concrete Members for Bridges].<br />
<br />
'''Camber at midspan after erection (Estimated at 90 days)'''<br />
<br />
Theoretical camber of prestressed girders after erection are estimated at 90 days for typical projects. While some projects may require prestressed girders to be erected in less than 90 days in order to meet fast construction timelines or emergency repair requirements, using less than 90 days (i.e, 45 or 60) would potentially result in lower camber estimates and higher beam seat elevations. The cost risk is believed to be greater for underestimating the camber since it may require an increase in final grade. Due to the risk in underestimating camber and the multitude of variables that affect the actual camber (variability in predicting concrete modulus of elasticity, coarse aggregate effect on initial concrete modulus of elasticity, actual concrete strength, differential temperature at strand release, etc…) the 90 day estimate should be adequate for most projects.<br />
<br />
Theoretical camber of girder after erection due to self-weight of girder and prestressing forces shall be determined at 90 days as:<br />
<br />
<math>\, \Delta_{90} = \Delta_{IC} + \Delta_{CR\ at\ 90\ days}</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \Delta_{90}</math>||= Camber at 90 days after strand release with creep<br />
|-<br />
|<math>\, \Delta_{CR\ at\ 90\ days}</math>||= Time - dependent camber due to creep at 90 days<br />
|}<br />
<br />
<br />
'''Final camber at midspan after slab is poured'''<br />
<br />
Total deformation after slab is poured can be determined as the sum of theoretical camber of girder after erection (90 days) and deflections due to slab and concentrated loads (haunch, diaphragms, etc.) before composite action between slab and girder. <br />
<br />
<math>\, \Delta_{FC} = \Delta_{90} + \Delta_S + \sum \Delta_C</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \Delta_{FC}</math>||=||Final camber after slab is poured<br />
|-<br />
|<math>\, \Delta_s</math>||=||Deflection due to weight of slab<br />
|-<br />
|<math>\, \sum \Delta_c</math>||=||Deflection due to concentrated loads (haunch, diaphragms, etc.)<br />
|}<br />
<br />
<br />
'''Final camber along span length'''<br />
<br />
Deformations along the span length can be approximately determined as a product of final camber at midspan times correction factors.<br />
<br />
{|<br />
|<math>\, \Delta_{0.10}</math>||=||0.3140 <math>\, \Delta_{FC}</math> at span fraction of 0.10<br />
|-<br />
|<math>\, \Delta_{0.20}</math>||=||0.5930 <math>\, \Delta_{FC}</math> at span fraction of 0.20 <br />
|-<br />
|<math>\, \Delta_{0.25}</math>||=||0.7125 <math>\, \Delta_{FC}</math> at span fraction of 0.25 <br />
|-<br />
|<math>\, \Delta_{0.30}</math>||=||0.8130 <math>\, \Delta_{FC}</math> at span fraction of 0.30 <br />
|-<br />
|<math>\, \Delta_{0.40}</math>||=||0.9520 <math>\, \Delta_{FC}</math> at span fraction of 0.40<br />
|-<br />
|<math>\, \Delta_{0.50}</math>||=||1.0000 <math>\, \Delta_{FC}</math> at span fraction of 0.50 <br />
|}<br />
<br />
<div id="Calculation of camber (upward)"></div><br />
'''Calculation of camber (upward) using transformed properties'''<br />
<br />
Camber at midspan due to strand forces is determined by the following: <br />
<br />
For straight strands (groups determined by debonding lengths), <br />
<br />
<br />
<math>\, \Delta_{SS} = \Delta_{ss-j} + \Delta_{ss-l}</math><br />
<br />
<br />
Where: &nbsp; <math>\, \Delta_{ss-j} = \sum \frac{F_{1-j} e_1}{8 E_{ci} I_{tri}} (L^2 - 4l_0^2)</math> <br />
<br />
<br />
:::<math>\, \Delta_{ss-l} = \Delta_{ss-j} \frac{Initial \ Loss}{f_{Pj}}</math><br />
<br />
<br />
Where:<br />
{|<br />
|valign="top"|<math>\, F_{1-j}</math>||= Total prestressing force of straight strand group just prior to transfer, (kips) <br />
|-<br />
|<math>\, L</math>||= Distance between centerlines of bearing pads, (in.)<br />
|-<br />
|<math>\, l_0</math>||= Debond length of straight strand group from end of girder, (in.) <br />
|-<br />
|<math>\, E_{ci}</math>||= Initial concrete modulus of elasticity based on <math>\, f'_{ci}</math>, (ksi)<br />
|-<br />
|<math>\, I_{tri}</math>||= Moment of inertia of transformed non-composite section computed based on <math>\, E_{ci}</math>, (in.<sup>4</sup>)<br />
|-<br />
|<math>\, e_1</math>||= Eccentricity between centroid of straight strand group (CSS) and center of gravity of transformed non-composite section (CGB) as shown in Figure below, (in.)<br />
|-<br />
|<math>\, f_{Pj}</math>||= Prestressing force in the strand just prior to transfer, (ksi)<br />
|-<br />
|valign="top"|<math>\, Initial \ Loss</math>||= Summation of the time dependent losses (7 or 90 day). Losses include relaxation, creep and shrinkage, but exclude elastic shortening.<br />
|}<br />
<br />
<br />
Gross properties may be used to calculate losses and is consistent with AASHTO LRFD 5.9.3.4.<br />
<br />
For two-point harped strands,<br />
<br />
<br />
<math>\, \Delta_{HS} = \Delta_{HS-j} + \Delta_{HS-l}</math><br />
<br />
<br />
Where: &nbsp; <math>\, \Delta_{HS-j} = \frac {F_{2-j} e_2 L^2}{8 E_{ci} I_{tri}} - \frac {F_{2-j}(e_2 + e_3) a^2}{6 E_{ci} I_{tri}}</math> <br />
<br />
:::<math>\, \Delta_{HS-l} = \frac {F_{2-l} e_2 L^2}{8 E_c I_{tr}} - \frac {F_{2-l}(e_2 + e_3) a^2}{6 E_c I_{tr}}</math><br />
<br />
:::<math>\, \Delta_{HS-l} = \Delta_{HS-j} \frac{Initial \ Loss}{f_{Pj}}</math><br />
<br />
:::<math>a = (L - b)/2</math><br />
<br />
<br />
Where:<br />
{|<br />
|valign="top"| <math>\, F_{2-j}</math>||= Total prestressing force of harped strands just prior to transfer, (kips) <br />
|-<br />
|valign="top"| <math>\, b</math>||= Length between harped points, (in.)<br />
|-<br />
|valign="top"| <math>\, e_2</math>||= Eccentricity between centroid of harped strands (CHS) and center of gravity of transformed non-composite section (CGB) at midspan as shown in Figure below, (in.)<br />
|-<br />
|valign="top"| <math>\, e_3</math>||= Eccentricity between centroid of harped strands (CHS) and center of gravity of transformed non-composite section (CGB) at the end of girder as shown in Figure below, (in.)<br />
|}<br />
<br />
<br />
<center>[[Image:751.22_details_of_girder_showing_distances_and_eccentricities_used_in_camber_calculations.gif]]</center><br />
<br />
<br />
<center>'''Details of girder showing distances and eccentricities used in camber calculations'''</center><br />
<br />
<br />
'''Calculations of deflections (downward)'''<br />
<br />
Deflections at midspan due to dead loads are determined as the following:<br />
For self-weight of girder,<br />
<br />
<br />
<math>\, \Delta_g = \frac {5 W_g L^4}{384 E_{ci} I_{tri}}</math><br />
<br />
<br />
Where:<br />
<br />
:<math>W_g</math> = Uniform load due to self-weight of girder, (kip/in.)<br />
<br />
<br />
For self-weight of slab,<br />
<br />
<br />
:<math>\, \Delta_s = \frac {5 W_s L^4}{384 E_{c} I'_{tr}}</math><br />
<br />
<br />
Where:<br />
<br />
:<math>\, W_s</math> = Uniform load due to self-weight of slab, (kip/in.)<br />
<br />
:<math>\, E_c</math> = Final concrete modulus of elasticity based on ''f'<sub>c</sub>'', (ksi) <br />
<br />
:<math>\, I'_{tr}</math> = Moment of inertia of transformed non-composite section based on ''E<sub>c</sub>'', (in.<sup>4</sup>) <br />
<br />
<br />
<br />
Weight of additional slab haunch may be treated as uniform or concentrated load as appropriate. Diaphragm weight should be treated as concentrated load.<br />
<br />
For one concentrated load at midspan,<br />
<br />
<br />
<math>\, \Delta_c = \frac {PL^3}{48 E_c I'_{tr}}</math><br />
<br />
<br />
For two equal concentrated loads,<br />
<br />
<br />
<math>\, \Delta_c = \frac {Px}{24 E_c I'_{tr}} (3L^2 - 4x^2)</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, P</math>||= Concentrated load due to diaphragm and/or additional slab haunch, (kips)<br />
|-<br />
|<math>\, x</math>||= Distance from the centerline of bearing pad to the applied load, P, (in.)<br />
|}<br />
<br />
<br />
{|<br />
|align="left"|'''Creep coefficient'''||width="650"| ||'''LRFD 5.4.2.3.2'''<br />
|}<br />
<br />
Research has indicated that high strength concrete (HSC) undergoes less ultimate creep and shrinkage than conventional concrete.<br />
<br />
Creep is a time-dependent phenomenon in which deformation increases under a constant stress. Creep coefficient is a ratio of creep strain over elastic strain, and it can be estimated as follows:<br />
<br />
{|<br />
|<math>\, \Psi(t,t_i)</math>||= <math>\, 1.9k_s k_{hc} k_f k_{td} t_{i}^{-0.118}</math><br />
|-<br />
|<math>\, k_s</math>||= <math>\, 1.45 - 0.13(v/s)>= 1.0</math><br />
|-<br />
|<math>\, k_{hc}</math>||= <math>\, 1.56 - 0.008H</math><br />
|-<br />
|<math>\, k_f</math>||= <math>\, 5/(1+f'_{ci})</math><br />
|-<br />
|<math>\, k_{td}</math>||= <math>\, t/\Big[ \frac {12 \ (100 - 4f'_{ci})}{f'_{ci} + 20} + t\Big]</math><br />
|}<br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \Psi</math>||= Creep coefficient. <br />
|-<br />
|<math>\, H</math>||= 70, Average annual ambient relative humidity<br />
|-<br />
|valign="top"|<math>\, t</math><br />
|valign="top"|= Maturity of concrete, (days)<br/> &nbsp; &nbsp; Use 7 days for camber design after strand release<br/> &nbsp; &nbsp; Use 90 days for camber design after erection<br />
|-<br />
|valign="top"|<math>\, t_i</math><br />
|valign="top"|= Age of concrete when a load is initially applied, (days)<br/> &nbsp; &nbsp; Use 0.75 days for camber design.<br />
|-<br />
|<math>\, v/s</math>||= Volume-to-surface area ratio, (in.)<br />
|-<br />
|<math>\, f'_{ci}</math>||= Initial girder concrete compressive strength, (ksi)<br />
|}<br />
<br />
<br />
<math>\, \Delta_{CR} = ( \Delta_{SS-j} + \Delta_{HS-j} + \Delta_g)\Psi + ( \Delta_{SS-I} + \Delta_{HS-I})0.7\Psi</math><br />
<br />
===751.22.2.7 Dowel Bars===<br />
<br />
<br />
[[Image:751.22.3.15.jpg|center|650px]]<br />
<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="540"|'''PART ELEVATION<br/>(FIXED BENT)'''<br />
|width="240" align="left"|'''SECTION A-A'''<br />
<br />
|}<br />
<br />
<br />
::::Dowel bars shall be used for all fixed intermediate bents under prestressed superstructures. Generally, for typical bridges that require seismic details only (strength limit states), shear resistance from shear key is not considered.<br />
<br />
<br />
Dowel bars connect standard concrete diaphragms and beams on concrete girder bridges (standard fixed diaphragms are those with beam stirrups NOT extending up into the diaphragm). For a calculated seismic vertical reaction or an anticipated foundation settlement resulting in a net tensile reaction, use the development length of dowel bars into beam and into diaphragm based on dowel bar size. If the dowel bars are not exposed to net tension a 15-inch embedment shall be used regardless of bar size. Dowel bars size and spacing shall be determined by shear design of the bars. (Minimum #6 Bars @ 12" cts.). Dowel bars should be designed for a minimum horizontal force equal to 25% of the maximum dead load applied to the bearing. Live load is ignored in horizontal force computation.<br />
<br />
:The number of dowels must also fit into the space available on the key:<br />
::min. bar size = #6; max. bar size = #11<br />
::min. spacing = 6"; max. spacing = 12"<br />
::min. end distance = 3"; max. end distance = 6" (≤ half the spacing)<br />
<br />
'''For seismic details only (strength limit states)'''<br />
<br />
Horizontal factored shear force, <math>F_H = \sqrt {(F_T)^2 + (F_L)^2}</math> in kips <br />
<br />
For expansion bearings, transverse F<sub>T</sub> = 0.25(DL) & longitudinal F<sub>L</sub> = 0.<br />
:Where DL = unfactored dead load reaction at the bent, kips <br />
<br />
For fixed bearings, Transverse F<sub>T</sub> = 0.25(DL) and Longitudinal F<sub>L</sub> = (0.25)(segment weight) at bent.<br />
:Segment weight includes the full width of superstructure and should be distributed appropriately among fixed bents.<br />
<br />
<br />
'''For complete seismic analysis '''<br />
<br />
Dowel bar designs must meet requirements for strength limit states from above as well as seismic force demand from seismic analysis. <br />
<br />
:''At Intermediate bent,'' <br />
::<math>F_H = \sqrt {\sum (V_L)^2 + \sum (V_T)^2}</math><br />
<br />
:where:<br />
<br />
:F<sub>H</sub> = horizontal seismic force per bent, kips<br />
:::If columns are designed for plastic hinging, use the plastic hinging shear.<br />
:∑V<sub>L</sub> = summation of top of column longitudinal shears at the bent<br />
:∑V<sub>T</sub> = summation of top of column transverse shears at the bent<br />
<br />
::<math>P_u = \frac{F_H}{n_d}</math><br />
<br />
:P<sub>u</sub> = Horizontal factored shear force per dowel bar, kips <br />
:n<sub>d</sub> = number of dowel bars<br />
<br />
<br />
'''Shear Resistance'''<br />
<br />
Factored shear force shall be less than or equal to the nominal shear resistance. <br />
<br />
::''P<sub>u</sub> ≤ ∅<sub>s</sub> x R<sub>n</sub>''<br />
<br />
:where:<br />
:∅<sub>s</sub> = 0.75 resistance for seismic details only (strength limit states) and 1.0 for complete seismic analysis<br />
<br />
:Nominal shear resistance of the dowel bar, R<sub>n</sub> = 0.625 A<sub>b</sub>F<sub>ub</sub>, kips <br />
::Note: Since there is no reduced areas as seen in bolts and there is no reduction for bolted connection length, use 0.625 instead of 0.5.<br />
<br />
:A<sub>b</sub> = <math>\frac {\pi D^3}{4}</math> = area of the dowel bar, square inches<br />
:F<sub>ub</sub> = minimum tensile strength of the dowel bar, ksi<br />
:F<sub>ub</sub> = 80 ksi for Grade 60 <br />
:D = diameter of the dowel bar, inch<br />
<br />
<br />
'''Tensile Resistance'''<br />
<br />
Factored tensile force shall be less than or equal to the nominal tensile resistance.<br />
<br />
:T = the maximum seismic tensile (uplift) force (DL ± EQ) from the seismic analysis, kips. If (DL+EQ) and (DL-EQ) are both compressive, then there is no need to design the dowel for tensile force.<br />
<br />
::<math>\frac{T}{n_d} \le {\empty_t} T_n</math><br />
<br />
:where:<br />
:∅<sub>t</sub>= 0.8 resistance factor for seismic details only (strength limit states) and 1.0 for complete seismic analysis<br />
:n<sub>d</sub> = the number of dowel bars<br />
<br />
:Nominal tensile resistance of the dowel bar, T<sub>n</sub> = A<sub>b</sub>F<sub>ub</sub> Kips<br />
::Note: Since there is no pretension or reduced areas as seen for bolts, the 0.76 factor is not warranted.<br />
<br />
:A<sub>b</sub> = area of the dowel bar, square inches<br />
:F<sub>ub</sub> = minimum tensile strength of the dowel bar, ksi<br />
:F<sub>ub</sub> = 80 ksi for Grade 60<br />
<br />
<br />
'''Combined Tension and Shear Resistance'''<br />
<br />
The resistance of dowel bars for combined tension and shear force shall be determined in accordance with LRFD 6.13.2.11.<br />
:Note: Since there is no pretension or reduced areas as seen for bolts, the 0.76 factor is not warranted.<br />
<br />
<br />
:If <math>\frac{P_u}{R_n} \le 0.33</math>, then T<sub>n</sub> = A<sub>b</sub>F<sub>ub</sub> <br />
::Otherwise<br />
:::<math>T_n = A_b F_{ub} \Big[ 1- \Big(\frac{p_u}{\empty_s R_n} \Big)^2 \Big]^{0.5}</math><br />
<br />
<br />
==751.22.3 Details==<br />
===751.22.3.1 Reinforcement Criteria===<br />
<br />
<br />
'''Minimum Concrete Cover'''<br />
::*2.0" (Min.) to centerline of strands<br />
::*1.0" for stirrups<br />
<br />
<br />
'''Minimum Bend Diameter for Stirrups''' <br />
::* #3 through #5 bars = 4.0 x Nominal Bar Diameter. <br />
::*Deformed wire larger than D6 = 4.0 x Nominal Wire Diameter<br />
<br />
<br />
'''Minimum Spacing of Reinforcement Bars and Wires'''<br />
For precast concrete, the clear distance between parallel bars in a layer shall not be lesser than:<br />
::* Nominal Bar Diameter or Nominal Wire Diameter<br />
::* 1.33 x Maximum Aggregate Size<br />
::* 1.0"<br />
<br />
<br />
'''Minimum Spacing of Prestressing Strands'''<br />
Spacing between each pretressing strand shall not be less than the larger of:<br />
::* A clear distance of 1.33 x Maximum Aggregate Size<br />
::* Center-to-center spacing of 2" for 0.6" strand diameter<br />
::* Center-to-center spacing of 1.75" for 0.5" strand diameter<br />
<br />
===751.22.3.2 Strand Arrangements===<br />
Designers shall first attempt to use one of the strand arrangements specified in EPG 751.22.3.2.1 through EPG 751.22.3.2.5. The strand arrangement number shall be specified in the design. Bridge standard drawings for prestressed I-girders include strand details for each of these arrangements, by number, in the reference files for quick insertion by the technician.<br />
<br />
For Group 1 arrangements, all strands in the center two columns are harped. For Group 2 arrangements, the bottom two center strands are straight (two less draped strands). Group 2 arrangements are not provided in diagrams below for Type 6, 7 and 8 girders, but may be derived similarly to how specified for the smaller girders.<br />
<br />
Designers shall include an equivalent detail in the design computations when strand arrangements other than those shown are required.<br />
<br />
The use of all straight strands (none harped) may be considered when strength check of a hold-down device exceeds allowable.<br />
<br />
'''How Strand Arrangements are Detailed from Tables'''<br />
<br />
:1. For strand locations at mid-span (centerline of girder): Find the “#” designation that corresponds with the number of total strands (T) needed. The strands are to be placed at locations labeled up to and including that number. Example: For 14 total strands, the strands will be placed at all locations labeled 8 thru 14 and are designated as arrangement #14. (See Fig. 751.22.3.2.)<br />
<br />
:2. For harped strand locations at end of girder: Harped strands will be placed at locations labeled up to and including the number in the “H” column. Example: For 6 harped strands, the strands will be placed at all locations labeled 2 thru 6. (See Fig. 751.22.3.2.)<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|rowspan="2"|[[image:751.22.3.2.jpg|center|400px]]<br/><center>'''Fig. 751.22.3.2'''</center>||Where:<br />
|-<br />
|valign="top"|# = Strand Arrangement Number<br/>T = Total Number of Strands<br/>H = Number of Harped Strands<br/>S = Number of Straight Strands<br />
|}<br />
<br />
<br />
====751.22.3.2.1 Type 2 Girder====<br />
<br />
[[Image:751.22.3.2.1_2022.jpg|center|850px]]<br />
See [[#751.22.3.2.6 NU Girders|EPG 751.3.2.6]] for guidance notes (1) and (2).<br />
<br />
<br />
====751.22.3.2.2 Type 3 Girder====<br />
<br />
[[Image:751.22.3.2.2_2022.jpg|center|850px]]<br />
See [[#751.22.3.2.6 NU Girders|EPG 751.3.2.6]] for guidance notes (1) and (2).<br />
<br />
<br />
====751.22.3.2.3 Type 4 Girder====<br />
<br />
[[Image:751.22.3.2.3_2022.jpg|center|850px]]<br />
See [[#751.22.3.2.6 NU Girders|EPG 751.3.2.6]] for guidance notes (1) and (2).<br />
<br />
<br />
====751.22.3.2.4 Type 6 Girder====<br />
<br />
[[Image:751.22.3.2.4_2022.jpg|center|550px]]<br />
See [[#751.22.3.2.6 NU Girders|EPG 751.3.2.6]] for guidance notes (1) and (2).<br />
<br />
<br />
====751.22.3.2.5 Type 7 and 8 (Bulb-Tee) Girders====<br />
<br />
<br />
[[Image:751.22.3.2.5_2022.jpg|center|600px]]<br />
See [[#751.22.3.2.6 NU Girders|EPG 751.3.2.6]] for guidance notes (1) and (2).<br />
<br />
====751.22.3.2.6 NU Girders====<br />
<br />
[[image:751.22.3.2.6_2022.jpg|center|310px]]<br />
Strand arrangements shall start at the bottom row and then move up for the most efficient design.<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<font color = "grass">'''(1)'''</font color = "grass"> ||Strands shall be placed on outer edge to help place confinement steel.<br />
|-<br />
|valign="top"|<font color = "grass">'''(2)'''</font color = "grass"> ||If possible, strands shall not be placed at the specified location due to the conflict with B1 and B2 bars. Harped strands at this location are less problematic since this conflict only occurs between the hold-down devices where the B1 bars are spaced farther apart. If straight strands are required below the harped strands the designer shall first attempt to locate these straight strands in the second row. The use of the strands at the specified location shall be discussed with Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
===751.22.3.3 Top Flange Blockout for NU Girders===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="900"|'''No Skew'''<br />
|-<br />
|[[image:751.22.3.3.2 no skew.jpg|center|750px]]<br />
|-<br />
| style="background:#BEBEBE" width="900"|'''>0° to 7° LA Skew''' (Mirror for right advanced.)<br />
|-<br />
|[[image:751.22.3.3.2 0 to 7.jpg|center|850px]]<br />
|-<br />
| style="background:#BEBEBE" width="900"|'''>7° to 14° LA Skew ''' (Mirror for right advanced.)<br />
|-<br />
|[[image:751.22.3.3.2 7 to 14.jpg|center|850px]]<br />
|-<br />
| style="background:#BEBEBE" width="900"|'''>14° to 60° LA Skew ''' (Mirror for right advanced.)<br />
|-<br />
|[[image:751.22.3.3.2 14 to 60.jpg|center|875px]]<br />
|}<br />
</center><br />
Choose one of the above four details for the top flange blockout detail and follow the provided detailing guidance.<br />
<br />
Blockout shall be dimensioned along the girder to 1 1/2 inches inside the face of the diaphragm and adjusted for any girder tilt.<br />
<br />
The left advanced details shown may be used for right advanced bridges. The mirror note may be removed if left advanced.<br />
<br />
Revise bent references as required and specify the bent number if blockout varies by bent. <br />
<br />
The skew angle value need not be shown for tangent bridges. Consult SPM or Liaison on replacing "skew angle" with actual value for curved bridges.<br />
<br />
Revised titles for non-integral end bents (exterior girder at end bent will be same detail as at intermediate bent).<br />
<br />
<br />
<center>'''Flange Blockout Data'''<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="150"|Skew!! style="background:#BEBEBE" width="65"|X Eq.<br/>Spa. !! style="background:#BEBEBE" width="65"|X<br/>#4-G6 !! style="background:#BEBEBE" width="325"|Bar Lengths<br />
|-<br />
|>14° to 21°||3|| 2||rowspan="11"|G3 bar = <math>\frac {46.25''}{cos(skew)}</math><br/><br/>G5 bar = <math>\frac {32.125''}{cos(skew)}</math><br/><br/>'''For skews >7° to 14°:&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''<br/>G6 bar = <math>\frac {G3\ bar + 46.25''}{2}</math><br/><br/>'''For skews >14° to 60°:'''<br/>report length of G6 bars as “Varies”<br />
|-<br />
|>21° to 27°||4||3<br />
|-<br />
|>27° to 32°||5||4<br />
|-<br />
|>32° to 37°||6||5<br />
|-<br />
|>37° to 42°||7||6<br />
|-<br />
|>42° to 46°||8||7<br />
|-<br />
|>46° to 49°||9||8<br />
|-<br />
|>49° to 52°||10||9<br />
|-<br />
|>52° to 55°||11||10<br />
|-<br />
|>55° to 57°||12||11<br />
|-<br />
|>57° to 60°||13||12<br />
|}<br />
</center><br />
<br />
===751.22.3.4 Girder Reinforcement===<br />
<br />
====751.22.3.4.1 Reinforcing Steel Details ====<br />
<br />
'''I Girders and Bulb-Tee Girders'''<br />
<br />
See [http://www.modot.org/business/standard_drawings2/psi_girders_new_title_block.htm Bridge Standard Drawings] for details not shown below.<br />
<br />
{|border="1" cellpadding="3" cellspacing="0" style="text-align:center" align="center"<br />
<br />
|&nbsp;<br />
|colspan="13"|TABLE OF DIMENSIONS BY GIRDER TYPE<br />
|-<br />
|&nbsp;<br />
|colspan="3"|TYPE 2<br />
|colspan="3"|TYPE 3<br />
|colspan="3"|TYPE 4<br />
|colspan="3"|TYPE 6<br />
|TYPE 7<br />
|-<br />
|WEB||6"||7"||8"||6"||7"||8"||6"||7"||8"||6½"||7½"||8½"||6"<br />
|-<br />
|"A"||6"|| 6"|| 6"|| 6"|| 6"|| 6"|| 6"|| 6"|| 6"|| 9¼"|| 9¼"|| 9¼"|| 10½"<br />
|-<br />
|"B"||4"||4"||4"||4"||4"||4"||4"||4"||4"||4"||4"||4"||4"<br />
|-<br />
|"C"||5¾"|| 5¾"|| 5¾"|| 5¾"|| 5¾"|| 5¾"|| 5¾"|| 5¾"|| 5¾"|| 6¾"|| 6¾"|| 6¾"|| 4¼"<br />
|-<br />
|"D"||3¼"|| 3¼"|| 3¼"|| 4¾"|| 4¾"|| 4¾"|| 5¾"|| 5¾"|| 5¾"|| 4"|| 4"|| 4"|| 4"<br />
|-<br />
|"E"||13"||14"||15"||13"||14"||15"||13"||14"||15"||18"||19"||20"||20"<br />
|-<br />
|"F"||2"||2"||2"||2"||2"||2"||2"||2"||2"||3"||3"||3"||7¾"<br />
|-<br />
|"G"||11"||12"||13"||11"||12"||13"||11"||12"||13"||22"||23"||24"||2'-10"<br />
|-<br />
|"H"||2'-6"||2'-6"||2'-6"||3'-1"||3'-1"||3'-1"||3'-7"||3'-7"||3'-7"||4'-4"||4'-4"||4'-4"||5'-10½"<br />
|-<br />
|"I"<br />
|3'-0½"||3'-0½"||3'-0½"||3'-7½"||3'-7½"||3'-7½"||4'-1½"||4'-1½"||4'-1½"||4'-10½"||4'-10½"||4'-10½"||6'-5"<br />
|}<br />
<br />
<br />
<center>Note: Dimensions shown above are out to out.</center><br />
<br />
<br />
{|border="1" cellpadding="1" cellspacing="0" style="text-align:center" align="center"<br />
<br />
|&nbsp;<br />
|colspan="13"|TOTAL BAR LENGTH BY GIRDER TYPE<br />
|-<br />
|&nbsp;<br />
|colspan="3"|TYPE 2<br />
|colspan="3"|TYPE 3<br />
|colspan="3"|TYPE 4<br />
|colspan="3"|TYPE 6<br />
|TYPE 7<br />
|-<br />
|width="32pt"|WEB||width="45pt"|6"||width="45pt"|7"||width="45pt"|8"||width="45pt"|6"||width="45pt"|7"||width="45pt"|8"||width="50pt"|6"||width="50pt"|7"||width="50pt"|8"||width="50pt"|6½"||width="50pt"|7½"||width="50pt"|8½"||width="100pt"|6"<br />
|-<br />
|#4-B1||4'-1"||4'-1"||4'-1"||4'-8"||4'-8"||4'-8"||5'-2"||5'-2"||5'-2"||5'-11"||5'-11"||5'-11"||7'-8"<br />
|-<br />
|#5-B1||4'-1"||4'-1"||4'-1"||4'-8"||4'-8"||4'-8"||5'-2"||5'-2"||5'-2"||5'-11"||5'-11"||5'-11"||7'-7" <br />
|-<br />
|#6-B1||3'-11"||3'-11"||3'-11"||4'-6"||4'-6"||4'-6"||5'-0"||5'-0"||5'-0"||5'-9"||5'-9"||5'-9"||7'-6" <br />
|-<br />
|#6-B2||3'-5"||3'-5"||3'-5"||4'-0"||4'-0"||4'-0"||4'-6"||4'-6"||4'-6"||5'-3"||5'-3"||5'-3"||6'-11" <br />
|-<br />
|#4-C1||13"||14"||15"||13"||14"||15"||13"||14"||15"||2'-2"||2'-3"||2'-4"||3'-5" <br />
|-<br />
|#4-D1||2'-3"||2'-4"||2'-5"||2'-5"||2'-6"||2'-7"||2'-6"||2'-7"||2'-8"||3'-0"||3'-1"||3'-2"||3'-1" <br />
|}<br />
<br />
<br />
Note: When required create new B1 and C1 bars and adjust heights in one-inch increments to ensure at least 2 1/2 inches of embedment into slab. This limit provides for a half inch variance in the field.<br />
<br />
<br />
{|border="0" cellpadding="1" cellspacing="0" style="text-align:center" align="center"<br />
<br />
|[[Image:751.22.3.6 C1.jpg|200px]]<br />
|rowspan="2"|[[Image:751.22.3.6 B1 and B2.jpg|325px]]<br />
|[[Image:751.22.3.6 C1 Type 7.jpg|225px]]<br />
|-<br />
|valign="top"|C1 BAR</br><br />
Shape 10S</br><br />
(Girders Type 2-6)<br />
|valign="top"|C1 BAR<br />
Shape19S</br><br />
(Girder Type 7)<!--column 2 occupied by cell [[Image:751.22_B1_&_B2_Bar.gif]]--><br />
|-<br />
|&nbsp;<br />
|B1 and B2 Bar<br />
Shape 11S<br />
|rowspan="3"|[[Image:751.22_Section_Thru_Girder_Type_7.gif]]<br />
|-<br />
|rowspan="2"|[[Image:751.22_Section_Thru_Girder_2-6.gif]]<br />
|valign="bottom"|[[Image:751.22.3.6 D1.jpg|175px]]<br />
|-<br />
|D1 BAR <!--column 1 occupied by cell [[Image:751.22_Section_Thru_Girder_2-6.gif]]--><br />
Shape 9S<br />
|-<br />
|SECTION THRU GIRDER<br />
(Type 2, 3, 4 and 6 Girders)<br />
|&nbsp;<br />
|SECTION THRU GIRDER<br />
(Type 7 Girder)<br />
|}<br />
<br />
'''Welded Wire Reinforcing Steel Details for NU Girders'''<br />
<br />
See [http://www.modot.org/business/standard_drawings2/psi_girders_new_title_block.htm Bridge Standard Drawings] for details.<br />
<br />
When required create new WWR and adjust heights in one-inch increments to ensure at least 2 1/2 inches of embedment into slab. This limit provides for a half inch variance in the field.<br />
<br />
Length of WWR sections should be based on shear and confinement requirements before adjusting height to avoid multiple short sections.<br />
<br />
The height of the WWR6 at the ends of NU girders shall not be adjusted. The top horizontal legs of WWR6 will need to be removed for a flange depth increase greater than 4¾”.<br />
<br />
'''Alternate Bar Reinforcing Steel Details for NU Girders'''<br />
<br />
Alternate bar reinforcing steel details shall be provided for all NU girders for all spans.<br />
<br />
See [http://www.modot.org/business/standard_drawings2/psi_girders_new_title_block.htm Bridge Standard Drawings] for details.<br />
<br />
When required create new B1 bars and adjust heights in one-inch increments to ensure at least 2 1/2 inches of embedment into slab. This limit provides for a half inch variance in the field.<br />
<br />
====751.22.3.4.2 Shear Reinforcement====<br />
<br />
The following criteria are preferred by girder manufacturers and reinforcement suppliers. If the design requires a deviation from the preferred criteria then feasibility should be verified with a manufacturer.<br />
<br />
'''I Girders, Bulb-Tee Girders, and NU Girders with Alternate Bar Reinforcing Steel'''<br />
<br />
:* B1 bars shall be either #4 or #5 epoxy-coated bars with #4 bars preferred to allow permissible alternate bar shape. Using #6 B1 bars does not provide one-inch clearance when center strands are spaced one inch off centerline of girder between hold down devices because of bend radius of the #6 bars. <br />
:* The same shear reinforcement bar size shall be used in a girder. Using the same shear reinforcement bar size for all of the spans is preferred but not required for girders of different spans lengths.<br />
:* 6” is the preferred minimum spacing.<br />
:* 5” spacing may be used for first set if required.<br />
:* 21” is the maximum spacing for #4 bars.<br />
:* 24” is the maximum spacing for #5 bars.<br />
:* 3” increment spacing shall be used (i.e. 6”, 9”, 12”, 15”, 18”, 21” and 24”) except when less than 6” spacing is required for the first set. In this case, 6” or 9” shall be used for the next set of B1 bars.<br />
:* Four or less spacing changes are preferred for spans up to 100 feet.<br />
:* Six spacing changes may be used for spans greater than 100 feet.<br />
:* Using the same spacing scenario (i.e. sets of B1 bars at 6”, 12” and 18” spacing) for all of spans is preferred but not required for girders of different span lengths.<br />
<br />
'''NU Girders with Welded Wire Reinforcing Steel'''<br />
<br />
:* WWR shall be uncoated and shall use either D18, D20, D22 or D31 vertical wire sizes. W8 horizontal wires sizes shall be used with D18 and D20 vertical wires. W9 horizontal wire sizes shall be used with D22 vertical wires. W12 horizontal wire sizes shall be used with D31 vertical wires.<br />
:* The same shear reinforcement wire size shall be used in a girder. Using the same shear reinforcement wire size for all of the spans is preferred but not required for girders of different spans lengths.<br />
:* 4” is the preferred minimum spacing.<br />
:* 20” is the maximum spacing for the D18, D20 and D22 wire sizes.<br />
:* 24” is the maximum spacing for the D31 wire size.<br />
:* 4” increment spacing shall be used (i.e. 4”, 8”, 12”, 16”, 20” and 24”).<br />
:* Three or less spacing changes (WWR pieces) are preferred for spans less than 100 feet.<br />
:* An additional spacing change (WWR piece) may be used in spans greater than 100 feet.<br />
:* Using the same spacing scenario (i.e. S1=4”, S2=12” and S3=20”) for all of the spans is preferred but not required for girders of different span lengths.<br />
<br />
====751.22.3.4.3 Anchorage Zone Reinforcement====<br />
<br />
The following details satisfy the criteria for anchorage zone reinforcement in [[#Pretensioned anchorage zones|EPG 751.22.2.5 Pretensioned Anchorage Zones]] for up to the maximum number of bonded strands specified in EPG 751.22.2.5.<br />
<br />
'''I Girders and Bulb-Tee Girders'''<br />
<br />
[[Image:751.22.3.4.3 I girders.jpg|675px|center]]<br />
<br />
<br />
'''NU Girders'''<br />
[[image:751.22.3.4.3 NU Girders.jpg|center|700px|thumb|<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|colspan="2" height="5"| ||rowspan="2" width="15"| ||rowspan="2"|[[image:751.22.3.6 wwr6 2021.jpg|center|180px]]||rowspan="2"|[[image:751.22.3.6 wwr6 table 2021.jpg|center|170px]]<br />
|-<br />
!width="25" valign="top"|'''<font color = "grass">(ɑ)</font color = "grass">''' ||width="250" valign="top" align="left"|The overall height of the WWR6 shall not be increased for girder steps. Reduce this dimension by the accumulated girder step height. <br />
|}<br />
]]<br />
<br />
<br />
'''Bearing Plate Anchor Studs'''<br />
<br />
The standard ½" bearing plate will be anchored with four ½" x 4" studs for MoDOT shapes and eight ½” x 5” studs for NU shapes.<br />
<br />
If required, increase the number of ½" studs and space between wires of WWR6.<br />
<br />
The minimum ¼" fillet weld between the ½" bearing plate and 1½" sole plate is adequate for all cases.<br />
<br />
'''LFD Seismic Design'''<br />
<br />
Studs shall be designed to meet the criteria of 2002 AASHTO 17<sup>th</sup> Edition Division I-A in Seismic Performance Category C or D.<br />
<br />
Stud capacity is determined as follows for:<br />
<br />
:Stud Cap. = (n)(A<sub>s</sub>)(0.4F<sub>y</sub>)(1.5)<br />
<br />
::Where:<br />
:::N = number of studs<br />
:::A<sub>s</sub> = area of stud<br />
:::F<sub>y</sub> = yield strength of stud (50 ksi)<br />
:::0.4F<sub>y</sub> = Allowable Shear in Pins AASHTO Table 10.32.1A<br />
:::1.5 = seismic overload factor<br />
<br />
If required, increase the number of 1/2” studs to six and space between wires of WWR6. If this is still not adequate, 5/8” studs may be used. The following table may be used as a guide for upper limits of dead load reactions:<br />
<br />
{|border="1" cellpadding="3" cellspacing="0" style="text-align:center" align="center"<br />
|-<br />
!rowspan="2"|No. of Studs||rowspan="2"| Stud Dia.||colspan="2"|Max Allowable D.L Reaction (kips)<br />
|-<br />
!A = 0.30!! A = 0.36<br />
|-<br />
|4|| 1/2”|| 78 ||65<br />
|-<br />
|6|| 1/2”|| 117 ||98<br />
|-<br />
|4|| 5/8”|| 122|| 102<br />
|-<br />
|6|| 5/8”|| 184|| 153<br />
|-<br />
|8|| 1/2”|| 156|| 130<br />
|-<br />
|10|| 1/2”|| 195|| 163<br />
|-<br />
|8|| 5/8”|| 244|| 204<br />
|-<br />
|10|| 5/8”|| 306|| 255<br />
|}<br />
<br />
===751.22.3.5 Strands at Girder Ends===<br />
<br />
A portion of the prestressing strands at girder ends, sufficient to resist positive moments over the bents, shall be projected into integral end bents and closed or open concrete intermediate diaphragms (continuous superstructure). This strand projection is shown on the standard drawings for [https://www.modot.org/prestressed-i-girders-psi prestressed girders] similar to the following detail.<br />
<br />
The detail on the standard drawing shall be modified appropriately when the ends of girders are located inside concrete end diaphragms or with a change in girder height at closed concrete intermediate diaphragms. See Structural Project Manager for preference on modifying this detail when either the end bent or intermediate bent is not applicable for the span.<br />
[[image:751.22.3.5.jpg|center|850px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="left|'''<font color = "grass">(a)</font color = "grass">''' Use 3'-0" projection for NU girders.<br/>'''<font color = "grass">(b)</font color = "grass">''' #5 bars typical at each layer of bent-up strands at intermediate bents.<br />
|}<br />
<br />
Actual strand arrangement, quantity of bent-up strands and debonding (if any) shall be determined by design.<br />
<br />
Tables below show the minimum number of bent-up strands at the bottom of girder ends adequate to resist a positive moment over the bents. <br />
{|border="1" cellpadding="5" style="text-align: center;" align="center"<br />
|-<br />
|rowspan="2"|WEB<br/>THICKNESS<br/>(INCHES)||colspan="5"|NUMBER OF BOTTOM STRANDS FOR POSITIVE MOMENT CONNECTION<sup>'''1'''</sup> <br />
|-<br />
|BEAM TYPE 2|| BEAM TYPE 3|| BEAM TYPE 4|| BEAM TYPE 6|| BEAM TYPE 7<br/>(BULB-TEE) <br />
|-<br />
|6|| 6|| 6|| 8|| ---|| 12 <br />
|-<br />
|6-1/2|| ---|| ---|| ---|| 10|| --- <br />
|-<br />
|7<sup>'''2'''</sup> || 6|| 8|| 8|| ---|| --- <br />
|-<br />
|7-1/2<sup>'''3'''</sup> || ---|| ---|| ---|| 12|| --- <br />
|-<br />
|8<sup>'''2'''</sup> || 6|| 8|| 10|| ---|| --- <br />
|-<br />
|8-1/2<sup>'''3'''</sup> || ---|| ---|| ---|| 12|| --- <br />
|-<br />
|colspan="6" align="left"|<sup>'''1'''</sup> If available. Otherwise, bend all bottom strands.<br/><sup>'''2'''</sup> Modified Beam Type 2, 3 or 4.<br/><sup>'''3'''</sup> Modified Beam Type 6.<br />
|}<br />
<br />
<br />
{|border="1" cellpadding="5" style="text-align: center;" align="center"<br />
|-<br />
|colspan="2"|NUMBER OF BOTTOM STRANDS FOR POSITIVE MOMENT CONNECTION<sup>'''1'''</sup><br />
|-<br />
|NU 35, 43 and 53|| 10<br />
|-<br />
|NU 63, 70 and 78|| 12<br />
|-<br />
|colspan="2" align="left"|<sup>'''1'''</sup> If available. Otherwise, bend all bottom strands.<br />
|}<br />
<br />
===751.22.3.6 Camber, Haunching, and Stepping and Sloping of Top Flange===<br />
<br />
'''Camber'''<br />
<br />
Compute theoretical camber of girder at 90 days and show on the plan as a “Theoretical camber of girder after erection (Estimated at 90 days)". Compute theoretical camber of girder at 7 days and show on the plan as a “Theoretical camber of girder after strand release (Estimated at 7 days)". Camber shall be reported to the nearest 1/8 inch.<br />
<br />
Theoretical camber of prestressed girders after erection are estimated at 90 days for typical projects. While some projects may require prestressed girders to be erected in less than 90 days in order to meet fast construction timelines or emergency repair requirements, using less than 90 days (i.e, 45 or 60) would potentially result in lower camber estimates and higher beam seat elevations. The cost risk is believed to be greater for underestimating the camber since it may require an increase in final grade. Due to the risk in underestimating camber and the multitude of variables that affect the actual camber (variability in predicting concrete modulus of elasticity, coarse aggregate effect on initial concrete modulus of elasticity, actual concrete strength, differential temperature at strand release, etc…) the 90 day estimate should be adequate for most projects.<br />
<br />
<div id="Sample detail"></div><br />
<br />
Sample detail:<br />
<br />
[[image: 751.22.3.8 camber 2013.jpg|center|850px]] <br />
<br />
Show conversion factors for girder camber with camber diagram as per [[751.50 Standard Detailing Notes#(H2c6.1)|EPG 751.50 H2c6.1]]. <br />
<br />
Note: The example shows Dimension A as greater than Dimension C. When Dimension A is less than Dimension C, modify detail to show this correctly keeping definitions of Dimensions A and C the same. MS Cells are given for each case.<br />
<br />
'''Haunching'''<br />
<br />
Haunching for a prestressed bridge is the distance between the top of the girder or spread beam and the bottom of the slab. <br />
<br />
Haunching shall be computed at quarter (1/4) points for bridges with spans less than 75 feet, and at tenth (1/10) points for span 75 feet and longer. Haunching shall be reported to the nearest 1/8 inch. A typical theoretical slab haunching diagram as shown below shall be provided on all prestressed I-girder and spread prestressed beam bridges. <br />
<br />
For full depth cast-in-place decks using conventional or SIP forms, a minimum haunch of one inch at the centerline of girder and 1/2 inch at the edge of the flange shall be provided to allow for construction tolerances and normal concrete variations. The minimum haunch may need to be increased for Type 7 and 8 girders, NU girders and spread beams. See the Structural Project Manager or Structural Liaison Engineer for full depth cast-in-place decks. <br />
<br />
For the same reasons the following minimum haunch shall be provided for precast prestressed panel deck slabs:<br />
<br />
:1 1/8” for Type 2, 3 and 4 girders<br />
:1 1/4” for Type 6 girders<br />
:1 1/2” for Type 7 and 8 girders (bulb-tee), NU girders, and spread beams.<br />
<br />
A minimum of one inch shall be made available below the precast prestressed panels to allow for adequate flow of concrete below the panel. This is accomplished by specifying the placement of one-inch minimum joint filler thickness under all panels. <br />
<br />
The following maximum haunch at the centerline of the girder is allowed when prestressed panels are used:<br />
<br />
:2 1/2" for Type 2, 3 and 4 girders<br />
:4 1/2” for Type 6, 7 and 8 girders, NU girders, and spread beams.<br />
<br />
These limits are ½” greater than the maximum allowable joint filler. This buffer allows for using the maximum joint filler on both sides of the girder flange while requiring minimal additional slab depth on the high side for a two-percent cross-sloped deck. The minimum 8½” slab isn’t possible at these limits even when varying the joint filler. The maximum joint filler thickness to be used for supporting panels shall be 2 inches for Type 2, 3 and 4 girders or 4 inches for Type 6, 7 and 8 girders, NU girders, and spread beams; the remaining haunch thickness will be addressed by varying the slab thickness.<br />
<br />
Prestressed panels shall not be used when the maximum haunch exceeds the above limits. The top flange may be stepped within the limits specified below to make panels a viable option.<br />
<br />
There is no maximum haunch for full depth cast-in-place decks using conventional or SIP forms but additional hairpin bars may be required in accordance with [[751.10_General_Superstructure#751.10.1.14_Girder_and_Beam_Haunch_Reinforcement|EPG 751.10.1.14 Girder and Beam Haunch Reinforcement]].<br />
<br />
Sample detail:<br />
<br />
[[Image:751.22.3.8 haunch.jpg|center|925px]]<br />
<br />
'''Stepping of Top Flange'''<br />
<br />
Flange steps shall be provided on prestressed girders and spread beams with precast prestressed panels as shown below to keep the haunch at centerline of girder from exceeding 2 1/2 inches for Type 2, 3 and 4 girders or exceeding 4 1/2 inches for Type 6, 7 and 8 girders, NU girders, and spread beams. The minimum step height shall be 1/2 inch with 1/2-inch increments. Designer shall check to ensure the panels can clear the flange steps by a minimum of one inch assuming the maximum change in joint filler thickness between adjacent eight-foot prestressed panels along the length of the beam is 1/2 inch.<br />
<br />
<center><br />
<table><br />
<tr><br />
<td><br />
{|border="0" cellpadding="5" style="text-align: center;"<br />
|-<br />
| style="width: 400px;" | [[Image:751.22.3.6-part_elevation_girder-Feb-23.jpg|350px]]<br />
| style="width: 150px;" | [[Image:751.22.3.6-section_AA-Feb-23.jpg|100px]]<br />
|-<br />
| PART ELEVATION OF GIRDER<br />
| SECTION A-A<br />
|}<br />
</td><br />
<td><br />
{| border="1" style=text-align:center<br />
|-<br />
| colspan="3" | Maximum Total Increase to Top Flange Depth X”<br />
|-<br />
| Beam Type<br />
| Preferred<br />
| Absolute<br />
|-<br />
| 2, 3 & 4<br />
| 3"<br />
| 6"<br />
|-<br />
| 6<br />
| 3"<br />
| 6"<br />
|-<br />
| 7 & 8<br />
| 3"<br />
| 6"<br />
|-<br />
| NUs<br />
| 4"<br />
| 6"<br />
|-<br />
| Box<br />
| 3"<br />
| 6"<br />
|-<br />
|}<br />
{|<br />
|Consult SPM or SLE before exceeding the preferred</br>limits. Signifcant additional fabrication costs are</br>likely above the preferred limits.<br />
|-<br />
|The top horizontal legs of WWR6 will need to be</br>removed for a flange depth increase greater than 4¾”. <br />
|}<br />
</td><br />
</tr><br />
</table><br />
</center><br />
<center>'''Girder Top Flange Step Example and Maximum Total Increase to Top Flange'''</center><br />
<br />
'''Sloping Top Flange''' <br />
<br />
Tops of girders and spread beams, for bridges with a superelevation of more than 2 percent, shall be sloped across the top flange to match the superelevation as shown below. The minimum thickness of the top flange and the overall height at the minimum point shall match the top flange thickness and height of the girder or spread beam used in design.<br />
<br />
Type 7 and 8 girders, NU girders, and spread beams with top flanges exceeding a 4 percent cross-slope may experience sweep after form removal because of the unsymmetrical section and a resulting imbalanced prestressed load. It is recommended that the flange thickness be increased to only half of that required (but less than or equal to 4 percent cross-slope) and the height difference mitigated using thicker joint filler on the high side. If thicker joint filler cannot be fully used to compensate for the height difference, the extra load of a thicker slab must be accounted for in the design of the girders. <br />
<br />
<center><br />
{|<br />
|-<br />
|<center>[[Image:751.22.3.6-superelevation slope-Feb-23.jpg|200px]]</center><br />
| The change in flange thickness due to</br>superelevation shall be added to the</br>change due to beam steps when</br>considering the Maximum Total Increase</br>to Top Flange Depth X” specified above.<br />
|-<br />
| colspan="2" style=text-align:center | '''Top Flange Slope with Superelevation'''<br />
|}<br />
</center><br />
<br />
===751.22.3.7 Closed Concrete Intermediate Diaphragms===<br />
<br />
Concrete intermediate diaphragms are cast between the ends of simple-span precast girders at interior supports and make the girders continuous for loads applied after continuity is established.<br />
<br />
Closed concrete diaphragms are easier to construct than open concrete and provide better protection to bearings and the top of the beam cap but shall only be used with bearings that typically don’t need future rehabilitation (plain and laminated neoprene pads).<br />
<br />
Closed concrete diaphragms are typically used at fixed bents where the superstructure is pinned to the beam cap with dowel bars centered in 3- by 6-inch keys formed in the top of the beam cap. Closed diaphragms at fixed bents allow for a change in girder heights within a continuous girder series (not to exceed next available girder height and only when specified on design layout or by the Structural Project Manager).<br />
<br />
With approval of the Structural Project Manager or Structural Liaison Engineer, closed concrete diaphragms may be used at bents free to expand longitudinally over the beam cap, completely separated by joint filler. This option may be useful in reducing forces transmitted to a stiff bent but may only be used with laminated neoprene bearing pads in accordance with expansion limits of these bearings. A change in girder height is not permissible in closed concrete diaphragm at expansion bents.<br />
<br />
Details for skewed bents are shown below. The dimensions, reinforcement and guidance shown are also applicable to squared bents.<br />
<br />
====751.22.3.7.1 Dimensions====<br />
The following dimensions shall be detailed on the plan sheets for closed concrete intermediate diaphragms.<br />
<br />
[[image:751.22.3.7.1.1.jpg|center|650px]]<br />
:::[[image:751.22.3.7.1.2.jpg|left|440px]]<br />
<br />
<br />
<br />
<br />
<br />
'''Detailing Guidance: '''<br />
<br />
<font color = "grass">Green items</font color = "grass"> are guidance and shall not be shown on plans.<br />
<br />
See [[#751.22.3.7.3 End and Edge Details|EPG 751.22.3.7.3]] for edge and end details.<br />
<br />
<font color = "grass">(a)</font color = "grass"> For curved alignments this dimension will need to be increased on one side and “(Min.)” needs to be added to the dimension in the section near diaphragm or the dimension replaced with “Varies”.<br />
<br />
<font color = "grass">(b)</font color = "grass"> Dimension based on a tangent alignment and 7 inches between the ends of girders. Will vary for curved alignments.<br />
<br />
<font color = "grass">(c)</font color = "grass"> 2'-6" unless skew requires wider diaphragm to accommodate coil tie rods<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width=1000px|<font color = "white">---___________________________________________________________________________________________________</font color = "white"><br />
|}<br />
====751.22.3.7.2 Reinforcement====<br />
The reinforcement shall be detailed on the plan sheets for closed concrete intermediate diaphragms as shown below except:<br />
:* Bar marks revised as required.<br />
:* Abbreviations used as required.<br />
:* Add "(Typ.)" to dimensions and leader notes as appropriate.<br />
<br />
All U bar reinforcement shall use stirrup bends.<br />
<br />
All reinforcement in diaphragms shall be epoxy coated, except coating of dowel bars shall match the coating of intermediate bent reinforcement.<br />
<br />
Coil ties and rods shall also be shown in the section near the diaphragm and the horizontal section near the top of diaphragm in accordance with [[#751.22.3.10 Coil Inserts and Tie Rods|EPG 751.22.3.10 Coil Inserts and Tie Rods]].<br />
<br />
Unless specified the details shown are for the same girder heights within a continuous girder series.<br />
<br />
'''I Girders Type 2, 3, 4 and 6'''<br />
[[image:751.22.3.7.2_I_Girders1.jpg|700px|center]]<br />
[[image:751.22.3.7.2_I_Girders2.jpg|700px|center]]<br />
<br />
'''Bulb-Tee Girders Type 7 and 8'''<br />
[[image:751.22.3.7.2_BulbTee1.jpg|650px|center]]<br />
[[image:751.22.3.7.2_BulbTee2.jpg|700px|center]]<br />
<br />
'''NU Girders'''<br />
<br />
NU 53 girders are shown in the following details. The details for other NU girder types are similar. <br />
[[image:751.22.3.7.2_NU1.jpg|650px|center]]<br />
[[image:751.22.3.7.2_NU2.jpg|700px|center]]<br />
<br />
'''Change in Girder Height'''<br />
<br />
The following details are based on I Girders Type 2, 3, 4 and 6. The details are appropriate for bulb-tee and NU girders by substituting the appropriate reinforcing details from above. The reinforcement is that of the taller girder with additional #6 bars located under the shorter girder. The section near the diaphragm shall be from the perspective of the shorter girders. The differences from uniform girder height details are highlighted.<br />
[[image:751.22.3.7.2_Change1.jpg|700px|center]]<br />
[[image:751.22.3.7.2_Change2.jpg|700px|center]]<br />
<br />
====751.22.3.7.3 End and Edge Details====<br />
The end and edge details (standard cells in MicroStation) shall be provided on the plan sheets for closed concrete intermediate diaphragms. See [[#751.22.3.7.1 Dimensions|EPG 751.22.3.7.1 Dimensions]] for location of the corresponding detail circles <br />
<br />
[[image:751.22.3.7.3.jpg|650px|center]]<br />
<br />
====751.22.3.7.4 Bent Details====<br />
The following details are required for closed concrete intermediate diaphragms and shall be provided on the plan sheets for intermediate bents as shown below.<br />
<br />
'''Dowel Bars and Keys'''<br />
<br />
The dowel bars and keys are required at fixed bents and shall be shown in the plan of beam showing reinforcement and in a section thru key detail (standard cell in MicroStation). For the sake of clarity only the keys (not the dowel bars) are shown in the plan of beam (plan showing joint filler). For the sake of clarity neither the dowel bars nor keys are shown in the elevation of the bent.<br />
[[image:751.22.3.7.4.1.jpg|650px|center]] <br />
<br />
Dowel bars shall be determined by design in accordance with [[#751.22.2.7 Dowel Bars|EPG 751.22.2.7 Dowel Bars]]. The minimum reinforcement is #6 bars at 12-inch centers.<br />
<br />
'''Joint Filler and Bearings'''<br />
<br />
The joint filler required for closed concrete intermediate diaphragms shall be shown in the plan of beam along with the bearings and girder chairs.<br />
:'''- At Fixed Bents'''<br />
[[image:751.22.3.7.4.2.jpg|650px|center]] <br />
<br />
:Detailing guidance follows expansion bent details.<br />
<br />
See [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]] for additional girder chair details.<br />
:'''- At Expansion Bents'''<br />
[[image:751.22.3.7.4-3.png|center]]<br />
<center>'''<big>PLAN OF BEAM</big>'''</center><br />
:'''Detailing Guidance:'''<br />
<br />
:<span style="color:green; font-weight:bold;">Green items</span> are guidance and shall not be shown on plans.<br />
<br />
:<span style="color:green; font-weight:bold;">(a)</span> For curved alignments, this dimension will need to be increased on one side.<br />
<br />
:<span style="color:green; font-weight:bold;">(b)</span> Dimension based on a tangent alignment and 7 inches between the ends of girders. Will vary for curved alignments.<br />
<br />
:<span style="color:green; font-weight:bold;">(c)</span> W" is width of bearing and is equal to width of bottom flange minus 1½ inches. Bearing length and thickness is by design. <br />
<br />
:<span style="color:green; font-weight:bold;">(d)</span> 3¾" minimum for #4 stirrups in beam and 5¼" minimum for #5 or #6 stirrups in beam, except diaphragm width shall not be less than 2’-6”. Make diaphragm flush with beams less than three feet wide.<br />
<br />
:<span style="color:green; font-weight:bold;">(e)</span> Remove thickness for tapered bearings.<br />
<br />
===751.22.3.8 Open Concrete Intermediate Diaphragms===<br />
Concrete intermediate diaphragms are cast between the ends of simple-span precast girders at interior supports and make the girders continuous for loads applied after continuity is established.<br />
<br />
Open concrete diaphragms allow clearance for jacks required for future bearing rehabilitation and therefore should be used at girder ends with bearing assemblies (laminated neoprene, Type N PTFE, Pot and Disc bearings).<br />
<br />
Details for skewed bents are shown below. The dimensions, reinforcement and guidance shown are also applicable to squared bents.<br />
<br />
====751.22.3.8.1 Dimensions====<br />
The following dimensions shall be detailed on the plan sheets for open concrete intermediate diaphragms.<br />
<br />
[[image:751.22.3.8.1.1.jpg|650px|center]] <br />
[[image:751.22.3.8.1.2.jpg|650px|center]] <br />
<br />
====751.22.3.8.2 Reinforcement====<br />
The reinforcement shall be detailed on the plan sheets for open concrete intermediate diaphragms as shown below except:<br />
:* Bar marks revised as required.<br />
:* Abbreviations used as required.<br />
:* Add "(Typ.)" to dimensions and leader notes as appropriate.<br />
<br />
All U bar reinforcement shall use stirrup bends.<br />
<br />
All reinforcement in diaphragms shall be epoxy coated.<br />
<br />
Coil ties and rods shall also be shown in the section near the diaphragm and the horizontal section near the top of diaphragm in accordance with [[#751.22.3.10 Coil Inserts and Tie Rods|EPG 751.22.3.10 Coil Inserts and Tie Rods]].<br />
<br />
'''I Girders Type 2, 3, 4 and 6'''<br />
<br />
[[image:751.22.3.8.2_I_Girders1.jpg|750px|center]]<br />
[[image:751.22.3.8.2_I_Girders2.jpg|700px|center]]<br />
<br />
'''Bulb-Tee Girders Type 7 and 8'''<br />
<br />
[[image:751.22.3.8.2_BulbTee1.jpg|750px|center]]<br />
[[image:751.22.3.8.2_BulbTee2.jpg|700px|center]]<br />
<br />
'''NU Girders'''<br />
<br />
NU 53 girders are shown in the following details. The details for other NU girder types are similar.<br />
[[image:751.22.3.8.2_NU1.jpg|750px|center]]<br />
[[image:751.22.3.8.2_NU2.jpg|700px|center]]<br />
<br />
===751.22.3.9 Concrete End Diaphragms===<br />
End diaphragms (either at end bents or at intermediate bents) are necessary where joints are required in a bridge superstructure. End diaphragms transfer loads at the end of slab to the girders and serve to tie girders together to better enable the bridge cross section to function as a unit. When end bent foundation can accommodate the expansion of the superstructure, the diaphragm can be constructed integral with the bent in accordance with [[751.35 Concrete Pile Cap Integral End Bents|EPG 751.35 Concrete Pile Cap Integral End Bents]].<br />
<br />
Bearing assembles are typically required at end diaphragms and therefore, for the sake of future bearing rehabilitation, it is standard practice to detail as open-end diaphragms in accordance with the next two articles. The one exception is that a closed-end diaphragm may be detailed in accordance with [[#751.22.3.9.3 Closed Diaphragm|EPG 751.22.3.9.3]] at finger plate expansion device connected to a steel girder series.<br />
<br />
Details for skewed bents are shown below. The dimensions, reinforcement and guidance shown are also applicable to squared bents.<br />
<br />
Previous details showed the coping of the girders for the purpose of decreasing the length of the expansion device support piece. Alternatively, increasing the thickness of the support piece is a practical option. The standard support piece has been used with the details below for skew angles as large as 30 degrees. The method to account for an excessively long expansive device support piece shall be discussed with Structural Project Manager or Structural Liaison Engineer. <br />
<br />
====751.22.3.9.1 Dimensions==== <br />
The following dimensions shall be detailed on the plan sheets for concrete end diaphragms.<br />
<br />
[[image:751.22.3.9.1.1_2022.jpg|center|700px]]<br />
[[image:751.22.3.9.1.2_2022.jpg|center|700px]]<br />
[[image:751.22.3.9.1.3.jpg|center|650px]]<br />
<br />
====751.22.3.9.2 Reinforcement====<br />
The reinforcement shall be detailed on the plan sheets for concrete end diaphragms as shown below except:<br />
:* Bar marks revised as required.<br />
:* Abbreviations used as required.<br />
:* Add "(Typ.)" to dimensions and leader notes as appropriate.<br />
<br />
All U bar reinforcement shall use stirrup bends.<br />
<br />
All reinforcement in diaphragms shall be epoxy coated.<br />
<br />
Coil ties and rods shall also be shown in the section near the diaphragm and the horizontal section near the top of diaphragm in accordance with [[#751.22.3.10 Coil Inserts and Tie Rods|EPG 751.22.3.10 Coil Inserts and Tie Rods]].<br />
<br />
'''I Girders Type 2, 3, 4 and 6'''<br />
<br />
[[image:751.22.3.9.2_IGirders1.jpg|center|750px]]<br />
[[image:751.22.3.9.2_IGirders2.jpg|center|700px]]<br />
<br />
'''Bulb-Tee Girders Type 7 and 8'''<br />
<br />
[[image:751.22.3.9.2_BulbTee1.jpg|center|750px]]<br />
[[image:751.22.3.9.2_BulbTee2.jpg|center|700px]]<br />
<br />
'''NU Girders'''<br />
<br />
NU 53 girders are shown in the following details. The details for other NU girder types are similar.<br />
<br />
[[image:751.22.3.9.2_NU1.jpg|center|750px]]<br />
[[image:751.22.3.9.2_NU2.jpg|center|700px]]<br />
<br />
====751.22.3.9.3 Closed Diaphragm====<br />
Use only when expansion device connects prestressed girder series and steel girder series, and laminated neoprene pads are used under the prestressed girders in accordance with expansion limits of these bearings and only with the approval of the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
The simplified detail below is for I girders. The actual details required on the plans can be developed for all girder types by substituting the dimensions and reinforcement of the corresponding section near the diaphragm detail of [[#751.22.3.7 Closed Concrete Intermediate Diaphragms|EPG 751.22.3.7]] and the dimensions from the corresponding Section A-A of [[#751.22.3.9.1 Dimensions|EPG 751.22.3.9.1 Dimensions]].<br />
<br />
[[image:751.22.3.9.3_2022.jpg|center|650px]]<br />
<br />
<br />
===751.22.3.10 Coil Inserts and Tie Rods===<br />
Threaded rods (coil tie rods) installed in coil inserts (coil ties) that are cast into the ends of prestressed girders are provided to aid in transferring forces from the diaphragms into the girder ends. Additionally, coil tie rods are believed to provide some aid in resisting positive moment forces.<br />
<br />
Coil ties and rods shall be detailed on the plan sheets for prestressed girders.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[https://www.modot.org/prestressed-i-girders-psi Prestressed I-Girders]<br />
|}<br />
</center><br />
<br />
Coil ties and coil tie rods shall be detailed on the plan sheets for concrete diaphragms as shown below. Girders and beams with coil ties and rods are available as standard cells under the concrete diaphragm tasks in MicroStation. <br />
<br />
'''Closed Diaphragms'''<br />
<br />
[[image:751.22.3.10_Closed1.jpg|center|700px]]<br />
[[image:751.22.3.10_Closed2.jpg|center|700px]]<br />
<br />
:Detailing guidance follows open diaphragm details.<br />
<br />
'''Open Diaphragms'''<br />
[[image:751.22.3.10_Open1.jpg|center|700px]]<br />
[[image:751.22.3.10_Open2.jpg|center|700px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| align="left|'''Detailing Guidance: '''<br />
|-<br />
| align="left|<font color = "grass">Green items</font color = "grass"> are guidance and shall not be shown on plans.<br />
|-<br />
| align="left|Section A-A shows an intermediate diaphragm and I girders, but dimensions and coil tie orientation are applicable<br/>for end diaphragms and other prestressed girder types as well.<br />
|-<br />
|align="left width="750"|<font color = "grass">(a)</font color = "grass"> “Two” not required for end diaphragms.<br />
|-<br />
|align="left|<font color = "grass">(b)</font color = "grass"> “Two” not required for bulb-tee and NU girders.<br />
|}<br />
<br />
===751.22.3.11 Steel Intermediate Diaphragms===<br />
Use steel intermediate diaphragm for prestressed spans over 50 feet except for NU 35 and NU 43 girders.<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/diaphragms_new_title_block.htm Steel Intermediate Diaphragms]<br />
|}<br />
</center><br />
<br />
Use straight diaphragm normal to girders for skews thru 20°.<br />
<br />
Use stepped diaphragm for skews over 20°.<br />
<br />
Spans of 90 feet or less require one intermediate diaphragm per span.<br />
<br />
Spans over 90 feet require two intermediate diaphragms per span.<br />
<br />
Spans over 140 feet require three intermediate diaphragms per span.<br />
<br />
Space diaphragms equally as allowed by clearance to harped strands.<br />
<br />
Maximum spacing is 50 feet (from support and between diaphragms).<br />
<br />
<u>NU 35 and NU 43 Girders</u><br />
<br />
Permanent intermediate diaphragms are not required for NU 35 and NU 43 girders. Temporary intermediate diaphragms/bracing are required for construction of the bridge deck. See [[751.50 Standard Detailing Notes#(H2c2.2)|EPG 751.50 Note H2c2.2]].<br />
<br />
===751.22.3.12 Vent Holes===<br />
<br />
::::Note: Use vent holes on all stream crossing structures.<br />
<br />
<br />
<center>[[Image:751.22_Vent_Holes_Elevation_&_Section.gif]]</center><br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center"<br />
<br />
|width="300"|'''PART ELEVATION OF GIRDER'''<br />
|width="300"|'''PART SECTION NEAR VENT HOLE'''<br />
<br />
|}<br />
<br />
<br />
::::Note: Place vent holes at or near upgrade of 1/3 point of girders and clear<br/>reinforcing steel or strands by 1-1/2" minimum and steel intermediate<br/>diaphragms bolt connection by 6" minimum.<br />
<br />
===751.22.3.13 Concrete Shear Blocks===<br />
<br />
Concrete shear blocks shall be used when 4 anchor bolts per bearing are insufficient, or for preventing loss of support on beams and stub bent footings. Design shear blocks in accordance with LRFD 5.7.4.3. The following dimensions and sizes are for rough guidelines only and may be altered to fit specific situations: <br />
<br />
<br />
'''Concrete block dimensions'''<br />
<br />
L<sub>vi</sub> = Length shall extend all the way across the beam (for ease of forming), oriented parallel to centerline of roadway.<br />
<br />
b<sub>vi</sub> = Width is as required for concrete area. Allow about 1/2 in. (typical) clearance between the edge of the sole plate and the edge of the block to allow engaging of anchor bolts. <br />
<br />
H = height of shear block and shall extend to about an inch (+/-) above the top of the sole plate.<br />
<br />
<br />
'''Steel reinforcement'''<br />
<br />
Bar size = #4 min. to # 6 max. hairpins placed parallel to the centerline of the beam, with #4 horizontal straight bars at the top of the hairpin to ensure proper alignment.<br />
<br />
Space hairpin shear bars as required to provide the required steel area, with 6" minimum to 12" maximum. The maximum edge distance in the direction of the spacing = half of reinforcement spacing.<br />
<br />
<br />
'''Demand shear per block'''<br />
<br />
For complete seismic analysis, F<sub>T</sub> = transverse component of total horizontal seismic force demand at the bent, normal to the centerline of the roadway, kips. Both seismic load cases, Case 1 = L + 0.3T and Case 2 = 0.3L + T, must be satisfied. <br />
<br />
For seismic details only (strength limit states), transverse F<sub>T</sub> = 0.25(DL). Where DL = unfactored dead load reaction at the bent, kips <br />
<br />
R = 1.0 for seismic details only (strength limit states) and 0.8 for complete seismic analysis<br />
<br />
N<sub>B</sub> = the number of blocks resisting the seismic force. The designer should consider using a value of N<sub>B</sub> that is less than the total number of blocks, because all blocks may not resist equal amounts of force. For example, two shear blocks as shown in details below, only left side shear block will resist horizontal force when seismic forces act from right to left. <br />
<center><br />
<math>V_{ui} \le \emptyset V_{ni}</math><br />
</center><br />
:where:<br />
<br />
:<math>V_{ui} = factored \ shear \ force \ per \ block,\ kips </math><br />
::<math>= \frac{F_T}{N_B R}</math><br />
<br />
<br />
'''Block shear resistance:'''<br />
<br />
∅ = 0.90 resistance for seismic details only (strength limit states) and 1.0 for complete seismic analysis<br />
<br />
:<math>V_{ni} = CA_{cv} + \mu (A_{vf}f_y) = nominal \ shear \ resistance \ per \ block, \ kips</math><br />
<br />
:<math>A_{cv} = b_{vi} L_{vi}</math><br />
<br />
b<sub>vi</sub> = width of the shear block, in.<br />
<br />
L<sub>vi</sub> = length of the shear block, in.<br />
<br />
A<sub>vf</sub> = area of shear reinforcement crossing the shear plane, sq. in. <br />
<br />
f<sub>y</sub> = yield strength of shear reinforcement not to exceed 60 ksi<br />
<br />
<br />
The nominal shear resistance is limited by the following equations:<br />
::<math>V_{ni} \le K1 f'_c A_{cv}</math> and <math>V_{ni} \le K2 A_{cv}</math><br />
<br />
:<math>f'_c</math>= compressive strength of concrete at 28-day cure, ksi<br />
<br />
For new construction (monolithic construction):<br />
:C = 0.4 ksi<br />
:μ = 1.4<br />
:K1 = 0.25<br />
:K2 = 1.5 ksi<br />
<br />
For retrofits:<br />
:C = 0.24 ksi<br />
:μ = 1.0<br />
:K1 = 0.25<br />
:K2 = 1.5 ksi<br />
<br />
<br />
'''Minimum area of shear reinforcement per shear block:'''<br />
<br />
::<math>A_{vf} \ge \frac{0.05A_{cv}}{f_y} </math><br />
<br />
<br />
'''Concrete shear block details:'''<br />
<br />
A minimum of two shear blocks 12" wide by width of substructure beam will be detailed at effective locations on open diaphragm bent caps and closed diaphragm bent caps when adequate structural restraint cannot be provided with anchor bolts. Shear blocks shall be detailed parallel to the centerline of roadway.<br />
<br />
[[image:751.22.3.14_elevation.jpg|center|700px]]<br />
<center><br />
(1) Height of shear block shall extend a minimum of 1 inch above the top of the sole plate (typ.).<br />
<br />
<br />
[[image:751.22.3.14_plan.jpg|center|950px]]<br />
'''PLAN OF BEAM'''<br/>Anchor bolts and sole plates not shown for clarity.<br />
<br />
'''*''' With open diaphragm, beam steps normal to beam; with closed diaphragm, beam steps parallel to centerline roadway.<br />
</center><br />
<br />
===751.22.3.14 Miscellaneous===<br />
<br />
<br />
'''Dimensional Tolerances'''<br />
<br />
'''I-Girders, Solid Slab Beams, Voided Slab Beams, Box Beams, Double-Tee Girders, Deck Panels and Miscellaneous Prestress Units, see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1029]''' <br />
<br />
<br />
'''Expansion Device Support Slots'''<br />
<br />
<br />
Used with preformed compression joint seal, flat plate, strip seal or finger plate expansion devices.<br />
<br />
<br />
<center>[[Image:751.22_Miscellaneous_Exp_Device_Support_Part_Plan.gif]]</center><br />
<br />
<br />
<center>'''PART PLAN OF P/S CONC. I-GIRDER @ EXP. DEVICE END'''</center><br />
<br />
<br />
<center>[[Image:751.22_Miscellaneous_Exp_Device_Support_Part_Elevation.gif]]</center><br />
<br />
<br />
<center>'''PART ELEVATION OF P/S CONC. I-GIRDER @ EXP. DEVICE END'''</center><br />
<br />
<br />
<center>(*) Show these dimensions on the P/S concrete girder sheet.</center><br />
<br />
<br />
'''Anchor Bolts<br/>Simple Spans'''<br />
<br />
<br />
<center>[[Image:751.22_Miscellaneous_Anchor_Bolts_Part_Elevation.gif]]</center><br />
<br />
<br />
<center>'''PART ELEVATION'''</center><br />
<br />
{|border="0" cellpadding="5" align="center"<br />
<br />
|width="450"|Note:<br />
<br />
It is permissible for the reinforcing bars and or the strands to come in contact with the materials used in forming A.B. holes.<br />
<br />
If A.B. holes are formed with galvanized sheet metal, the forms may be left in place.<br />
<br />
Hole (1-1/2"ø) to be grouted with approved non-shrink grout meeting the requirements of ASTM C1107.<br />
|}<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=File:751.12.1.3.3.2-002-2024.png&diff=53603File:751.12.1.3.3.2-002-2024.png2024-03-22T13:28:47Z<p>Hoskir: Hoskir uploaded a new version of File:751.12.1.3.3.2-002-2024.png</p>
<hr />
<div>File uploaded with MsUpload</div>Hoskirhttps://epg.modot.org/index.php?title=Category:101_Standard_Forms&diff=53601Category:101 Standard Forms2024-03-21T20:04:17Z<p>Hoskir: /* Forms for MoDOT Use */ added 2024 JOC's per email from Sarah K.</p>
<hr />
<div>=== ===<br />
----<br />
----<br />
<div style="float: right; margin-right:0px; width:520px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;"><br />
EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X (example: EPG 401.3) to avoid confusion with MoDOT specs (which are contractually binding).<br />
</div><br />
Standard forms organized by functional unit are accessible from this page.</br><br />
'''The files accessible by the links below are identical to those accessed through Word, Excel or other software application by MoDOT employees.'''</br><br />
Many of these file links are also contained in Engineering Policy Guide articles that refer to the forms.<br />
----<br />
---- <br />
==Bridge==<br />
[[image:101 Bridge.jpg|right|150px]]<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-BR1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-BR1"><br />
<div class="mw-collapsible-content"><br />
* [https://epg.modot.org/forms/general_files/BR/BridgeDivisionMemo.dotx Bridge Division Memo]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Bridge_Hydraulics_Report_Feb.dotx Bridge Hydraulics Report]<br />
* [https://epg.modot.org/forms/general_files/BR/ChangeOrder.dotx Change Order]<br />
* [https://epg.modot.org/forms/general_files/BR/ConstructabilityQuestionnaire.dotx Constructability Questionnaire]<br />
* [https://epg.modot.org/forms/general_files/BR/Culvert_Hydraulics_Report.docx Culvert Hydraulics Report]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information]<br />
* [https://epg.modot.org/forms/general_files/BR/DesignExceptToDistrict.dotx Design Except to District]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Design_Layout_Box.docx Design Layout (Box)]<br />
* [https://epg.modot.org/forms/general_files/BR/DesignLayout-Grade.dotx Design Layout (Grade)]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Design_Layout_Stream.docx Design Layout (Stream)]<br />
* [https://epg.modot.org/forms/general_files/BR/DesignLayout-Wall.dotx Design Layout (Wall)]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Floodplain_Development_Permit_Application.pdf Floodplain Development Permit/Application]<br />
* [https://epg.modot.org/forms/general_files/BR/101_Floodplain_Development_Permit_To_District_Cover_Letter.docx Floodplain Development Permit To District Cover Letter]]<br />
* [https://epg.modot.org/forms/general_files/BR/LayouttoFHWA.dotx Layout to FHWA]<br />
* [https://epg.modot.org/forms/general_files/BR/LayoutToRailroad.dotx Layout to Railroad]<br />
* [https://epg.modot.org/forms/general_files/BR/Missouri-IllinoisBorderBridgeClearinghouseForm.dotx Missouri-Illinois Border Bridge Clearinghouse Form]<br />
* [https://epg.modot.org/forms/general_files/BR/101_No_Rise_Certificate.pdf No-Rise Certificate]<br />
* [https://epg.modot.org/forms/general_files/BR/751.1.2.20_Request.xlsx Request for Final Soundings for Structures Form]<br />
* [https://epg.modot.org/forms/general_files/BR/Telefax.dotx Telefax]<br />
* [https://epg.modot.org/forms/general_files/BR/TransmittalLetter.dotx Transmittal Letter]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Vertical_Clearance_Coord_Form.pdf Vertical Clearance Design Exception Coordination with SDDCTEA]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Construction and Materials==<br />
[[image:101CM.jpg|right|150px]]<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
===Forms for MoDOT Use ===<br />
<div class="mw-customtoggle-CM1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] General Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
<br />
<div class="mw-customtoggle-CM1a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Project Closeout and As-Built Plans</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM1a" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/As_Built_Final_Plans_Checklist_SL_District.pdf As Built Plans Checklist - SL District]<br />
* [https://epg.modot.org/forms/CM/Bridge_Clearance_Report_C239A.pdf Bridge Clearance Report (C-239A)]<br />
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor Affidavit Regarding Settlement of Claims]<br />
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242_With_Exceptions.pdf Contractor's Affidavit Regarding Settlement of Claims (C-242) with Exceptions]<br />
* [https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239), pdf version]<br />
* [https://epg.modot.org/forms/CM/Final_Plans_Certification.pdf Final Plans Certification]<br />
* [https://epg.modot.org/forms/CM/Final_Plans_Checklist.pdf Final Plans Checklist]<br />
* [https://epg.modot.org/forms/CM/KC_Final_Plans_Memo.pdf Final Plans Memo]<br />
* [https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]<br />
* [https://epg.modot.org/forms/CM/Bluebeam_Revu_Editing_As-Built_Plans.pdf Preparing As-Built (Final) Plans in Construction Using Bluebeam Revu]<br />
* [https://epg.modot.org/forms/CM/Semi_Final_Inspection_C_236.pdf Semi-Final Inspection (C-236)]<br />
</div><br />
</div><br />
<br />
----<br />
* [https://epg.modot.org/forms/CM/30_Day_Reminder_Final_Invoice_Letter.pdf 30 Day Reminder Final Invoice Letter]<br />
* [https://epg.modot.org/forms/CM/60_Day_Final_Acceptance_Letter.pdf 60 Day Final Acceptance Letter]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist (PDF)]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist (MS Word)]<br />
* [https://epg.modot.org/forms/CM/Aggregate_Base_Random_Locations.xlsm Aggregate Base Random Locations]<br />
* [https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Bridge_CL_EL_5.pdf Asbestos Bulk Sample Bridge CL EL 5]<br />
* [https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Parcel_CL_EL_5.pdf Asbestos Bulk Sample Parcel CL EL 5]<br />
* [https://epg.modot.org/forms/CM/Asbestos_Survey_Report_T746_T747_T748_C760.pdf Asbestos Survey Report - All Suspect ACM (Form T746), Nonfriable ACM (Form T747) and All Materials (Form T748)]<br />
* [https://epg.modot.org/forms/CM/Bluebeam_Revu_2015_Training_Manual.pdf Bluebeam Revu Training Manual]<br />
* [https://epg.modot.org/forms/CM/Bridge_Bearings.xlsx Bridge Bearings]<br />
* [https://epg.modot.org/forms/CO/Bridge%20Fabrication%20Report.dot Bridge Fabrication Report]<br />
* [https://epg.modot.org/forms/CM/Change%20Order.XLS Change Order]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form (for contracts let after March 2021)]<br />
* [https://epg.modot.org/forms/CM/Compressive%20Strength%20for%20Forney.xls Compressive Strength for Forney]<br />
* [https://epg.modot.org/forms/CM/Contingent_Item_Price_Check.pdf Contingent Item Price Check]<br />
* [https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Letter.pdf Contractor Performance Evaluation Letter]<br />
* [https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Signature_Page.pdf Contractor Performance Evaluation Signature Page]<br />
* [https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9)]<br />
* [https://epg.modot.org/forms/CM/Dimensions%20To%20Tons%20Converter.xlsx Dimensions To Tons Converter]<br />
* [https://epg.modot.org/forms/CM/Documentation_Record.pdf Documentation Record]<br />
* [https://epg.modot.org/forms/CM/EEO_Checklist.pdf EEO Checklist]<br />
* [https://epg.modot.org/forms/CM/Fence_Removal_Notice.pdf Fence Removal Notice]<br />
* [https://epg.modot.org/forms/CM/Force_Account_Spreadsheet.xlsx Force Account Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/Form%20M-45%20Bitumin%20Distributor%20Calibration.doc Form M-45 Bitumin Distributor Calibration]<br />
* [https://epg.modot.org/forms/CM/Inspectors_Pay_Qty_Report_IPQR.pdf Inspectors Pay Qty Report (IPQR)]<br />
* [https://epg.modot.org/forms/CM/IRI_Inertial_Profiler_Report_with_Bonus.xlsm IRI Inertial Profiler Report with Bonus]<br />
* [https://epg.modot.org/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Job Site Bulletin Board Checklist]<br />
* [https://epg.modot.org/forms/CM/KC_Milestone_Memo.pdf Milestone Memo]<br />
* [https://epg.modot.org/forms/CM/Milestone_Worksheet.pdf Milestone Worksheet]<br />
* [https://epg.modot.org/forms/CM/Mobile_Mixer_Calibration.xlsx Mobile Mixer Calibration]<br />
* [https://epg.modot.org/forms/CM/Mobile_Mixer_Verification_Sheet.pdf Mobile Mixer Verification Sheet]]<br />
* [https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]<br />
* [https://epg.modot.org/forms/CM/Nuclear_Density_C709ND.pdf Nuclear Density (C-709ND)]<br />
* [https://epg.modot.org/forms/CM/Nuclear_Density_of_Plastic_Portland_Cement_Concrete_C_710ND.pdf Nuclear Density of Plastic Portland Cement Concrete (C-710ND)]<br />
* [https://epg.modot.org/forms/CM/Order_Record.pdf Order Record (C-259)]<br />
* [https://epg.modot.org/forms/CM/Outlier%20Analysis.xls Outlier Analysis]<br />
* [https://epg.modot.org/forms/CM/Pavement_Type_Selection_Submittal.pdf Pavement Type Selection Submittal Information (PTS Submittal Form)]<br />
* [https://epg.modot.org/forms/CM/Payroll_Log.xltx Payroll Log Form]<br />
* [https://epg.modot.org/forms/CM/Pile%20Driving%20Chart2.xls Pile Driving Chart]<br />
* [https://epg.modot.org/forms/CM/Pile_Driving_Data.pdf Pile Driving Data]<br />
* [https://epg.modot.org/forms/CM/Pile_Driving_Data_PDA.pdf Pile Driving Data PDA]<br />
* [https://epg.modot.org/forms/CM/PODI_Bridge_Deck_Pour_Checklist.pdf PODI Bridge Deck Pour Checklist]<br />
* [https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_A.pdf Pore Pressure Report - Type A]<br />
* [https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_B.pdf Pore Pressure Report - Type B]<br />
* [https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf PreCon Letter - Federal]<br />
* [https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf PreCon Letter - State]<br />
* [https://epg.modot.org/forms/CM/Prestress_Deficiency_Report.pdf Prestress Deficiency Report (1029-01)]<br />
* [https://epg.modot.org/forms/CM/Price_Verification.xlsx Price Verification]<br />
* [https://epg.modot.org/forms/CM/Railroad_Crossing_Inspection.pdf Railroad Crossing Inspection]<br />
* [https://epg.modot.org/forms/CM/RE_Letterhead.pdf RE Letterhead]<br />
* [https://epg.modot.org/forms/CM/RE_Letterhead.docx RE Letterhead – Word Format]<br />
* [https://epg.modot.org/forms/CM/Retroreflectivity_Payment_Adjustment.xlsm Retroreflectivity Payment Adjustment]<br />
* [https://epg.modot.org/forms/CM/Retroreflectometer_Request.xlsm Retroreflectometer Request]<br />
* [https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form - Long Bolts]<br />
* [https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form - Short Bolts]<br />
* [https://epg.modot.org/forms/CM/Semi_Annual_Labor_Compliance_Report.dotx Semi-annual Labor Compliance Report]<br />
* [https://www.modot.org/contractor-pay Contractor Payment Schedule]<br />
* [https://epg.modot.org/forms/CM/Standard%20Compaction%20Test%20Blank.xls Standard Compaction Test Blank]<br />
* [https://epg.modot.org/forms/CM/Survey%20Calculator.xlsx Survey Calculator]<br />
* [https://epg.modot.org/forms/CM/Tank%20Capacity%202.0.xls Tank Capacity]<br />
* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]<br />
* [https://epg.modot.org/forms/CM/CR1_Wage_Rate_Interview.pdf Wage Interview (Form CR-1)]<br />
* [https://modotgov.sharepoint.com/sites/ts/Lists/WZInspect/NewForm.aspx?Source=https%3A%2F%2Fmodotgov%2Esharepoint%2Ecom%2Fsites%2Fts%2FLists%2FWZInspect%2FAllItems%2Easpx&ContentTypeId=0x0100F67DC01F15B8954690AE254DC67C2082&RootFolder=%2Fsites%2Fts%2FLists%2FWZInspect Work Zone Inspection Form]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Job Order Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM2"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/JOC_2020_Asphalt_Pavement_Repair.xlsm JOC 2020 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Asphalt_Pavement_Repair.xlsm JOC 2021 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Asphalt_Pavement_Repair.xlsm JOC 2022 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Asphalt_Pavement_Repair.xlsm JOC 2023 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Asphalt_Pavement_Repair.xlsm JOC 2024 Asphalt Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Bridge_Repair_Spreadsheet.xlsm JOC 2021 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Bridge_Repair_Spreadsheet.xlsm JOC 2022 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Bridge_Repair_Spreadsheet.xlsm JOC 2023 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Bridge_Repair_Spreadsheet.xlsm JOC 2024 Bridge Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Concrete_Pavement_Repair.xlsm JOC 2021 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Concrete_Pavement_Repair.xlsm JOC 2022 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Concrete_Pavement_Repair.xlsm JOC 2023 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Concrete_Pavement_Repair.xlsm JOC 2024 Concrete Pavement Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Fence_Repair_Spreadsheet.xlsm JOC 2022 Fence Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Fence_Repair_Spreadsheet.xlsm JOC 2023 Fence Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Fence_Repair_Spreadsheet.xlsm JOC 2024 Fence Repair Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2020_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2020 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2021_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2021 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2022_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2022 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2023_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2023 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_2024_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2024 Rail Cable Fence Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_Lighting_Repair.xlsx JOC Lighting Repair]<br />
* [https://epg.modot.org/forms/CM/JOC_Microsurfacing_Spreadsheet.xlsx JOC Microsurfacing Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/JOC_Signal_and_Lighting_Repair.xlsm JOC Signal and Lighting Repair]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] AC Index Price and Fuel Adjustment Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM3"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_SY.xlsx AC Index Price Adjustment – Hot mix asphalt (per SY)]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_Ton.xlsx AC Index Price Adjustment – Hot mix asphalt (per Ton)]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Seal_Coat.xlsx AC Index Price Adjustment – Sealcoat]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_UBAWS_Hot_Mix_and_Membrane.xlsx AC Index Price Adjustment – UBAWS Hot Mix and Membrane]<br />
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Undersealing.xlsx AC Index Price Adjustment – Undersealing]<br />
* [https://epg.modot.org/forms/CM/Fuel_Adjustment_Calculation.xlsx Fuel Adjustment Calculation]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Asphalt Inspection Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM4"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Asphalt_Core_Spreadsheet.xlsx Asphalt Core Spreadsheet]<br />
* [https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design]<br />
* [https://epg.modot.org/forms/CM/Asphalt_Random_Locations.xlsm Asphalt Random Locations]<br />
* [https://epg.modot.org/forms/CM/Asphalt_Roadway_Report.xlsm Asphalt Roadway Report]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Concrete Inspection Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM5"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
<br />
<div class="mw-customtoggle-CM5a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Ready Mix Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM5a" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_200.dotx RM Aggregate Scale Calibration - 200]<br />
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_300.dotx RM Aggregate Scale Calibration - 300]<br />
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_350.dotx RM Aggregate Scale Calibration - 350]<br />
* [https://epg.modot.org/forms/CM/RM_Air_Dispenser_Calibration.dotx RM Air Dispenser Calibration]<br />
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_150.dotx RM Cement Scale Calibration - 150]<br />
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_175.dotx RM Cement Scale Calibration - 175]<br />
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_200.dotx RM Cement Scale Calibration - 200]<br />
* [https://epg.modot.org/forms/CM/RM_Concrete_Systems_Form.dotx RM Concrete Systems Form]<br />
* [https://epg.modot.org/forms/CM/RM_Equipment_Calibrated_and_Verified_Form.dotx RM Equipment Calibrated and Verified Form]<br />
* [https://epg.modot.org/forms/CM/RM_Truck_Mixer_Information_Form.dotx RM Truck Mixer Information Form]<br />
* [https://epg.modot.org/forms/CM/RM_Water_Calibration.dotx RM Water Calibration]<br />
</div><br />
</div><br />
<br />
----<br />
* [https://epg.modot.org/forms/CM/Concrete%20Daily%20Inspection%20Report%20C-681.xls Concrete Daily Inspection Report, C-681]<br />
* [https://epg.modot.org/forms/CM/Concrete_Cylinder_Sample_Sent_to_Central_Lab.doc Concrete Cylinder Sample Sent to Central Lab]<br />
* [http://eprojects/Templates/AWP_CIW_Mainline_Paving.xlsm Concrete Inspection Worksheet – Mainline QC/QA Paving]<br />
* [https://epg.modot.org/forms/CM/Concrete_Roadway_Report.pdf Concrete Roadway Report]<br />
</div><br />
</div><br />
<br />
===Forms for Contractor Use ===<br />
<!-- NOTE: FORMS FOR CONTRACTOR USE SHOULD MATCH WHAT IS OUT ON https://www.modot.org/forms-contractor-use --><br />
<div class="mw-customtoggle-CM7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Construction and Contract Administration Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM7"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Blank_2AA_Sheet.pdf 2AA Sheet-Blank]<br />
* [https://epg.modot.org/forms/CM/Example_2AA_Sheet.pdf 2AA Sheet-Example]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist - PDF]<br />
* [https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist - Word Document]<br />
* [https://epg.modot.org/forms/CM/Affidavit_for_Compliance_with_Prevailing_Wage.pdf Affidavit for Compliance with Prevailing Wage]<br />
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor Affidavit Regarding Settlement of Claims]<br />
* [https://epg.modot.org/forms/CM/CPRQuestionnaire.pdf Contractor Performance Questionnaire]<br />
* [https://epg.modot.org/forms/CM/Contractor_Questionnaire.pdf Contractor Questionnaire]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf CUF Determination Form]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Contractor_Informational_Packet.pdf Lead Abatement MoDOT Contractor Informational]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_FA_Project_Notification.pdf Lead Abatement MoDOT FA Project Notification Must be Filled out by RE]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Notification.pdf Lead Abatement MoDOT Project Notification]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Re_Notification.pdf Lead Abatement MoDOT Project Re-Notification]<br />
* [https://epg.modot.org/forms/CM/Lead_Abatement_Program_Contact_Info.pdf Lead Abatement Program Contact Info]<br />
* [https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]<br />
* [https://epg.modot.org/forms/CM/Pile%20Driving%20Chart2.xls Pile Driving Set Calculator]<br />
* [https://epg.modot.org/forms/CM/Prequalification_Questionnaire.pdf Prequalification Questionnaire]<br />
* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (C-220)]<br />
* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220_Excel.xlsm Request to Subcontract Work (C-220), Excel]<br />
* [https://epg.modot.org/forms/CM/Sign_Certification_of_Destruction.pdf Sign Certification of Destruction (PDF)]<br />
* [https://epg.modot.org/forms/CM/Sign_Delivery_Certification.pdf Sign Delivery Certification (PDF)]<br />
* [https://epg.modot.org/forms/CM/Subcontractor_Certification_Regarding_Affirmative_Action.pdf Subcontractor Certification Regarding Affirmative Action]<br />
* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]<br />
* [https://epg.modot.org/forms/CM/Value_Engineering_Proposal_C_104.pdf Value Engineering Change Proposal (C-104)]<br />
* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_Federal_Jobs.pdf Wage Flowchart for Federal Jobs-Precon]<br />
* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_State_Jobs.pdf Wage Flowchart for State Jobs-Precon]<br />
* [https://epg.modot.org/forms/CM/Waste_Disposal_Agreement.pdf Waste Disposal Agreement]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM8" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Materials Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM8"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design Submittal]<br />
* [https://epg.modot.org/forms/CM/CERTIFICATE_OF_MATERIALS_ORIGIN.pdf Buy America Materials of Origin]<br />
* [https://epg.modot.org/forms/CM/CERTIFICATE_OF_MATERIALS_ORIGIN_NONIRON_STEEL.pdf Buy America Materials of Origin Non-Iron/Steel (PDF)]<br />
* [https://epg.modot.org/forms/CM/Concrete%20Mix%20Design%20Submittal%20Form.xls Concrete Mix Design Submittal Form]<br />
* [https://epg.modot.org/forms/CM/Missouri%20CoreLok%20Aggregate%20Workbook.xls Corelok Aggregate Workbook]<br />
* [https://epg.modot.org/forms/CM/Durable%20Aggregate%20Calculation.xls Durable Aggregate Calculation]<br />
* [https://epg.modot.org/forms/CM/Illinois_Flexibility_Index_Test.pdf Illinois Flexibility Index Test]<br />
* [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form]<br />
* [https://epg.modot.org/forms/CM/GS013F4.pdf PAL Program Inclusion Certifications and Guarantee Statement]<br />
* [https://epg.modot.org/forms/CM/GS013F2.pdf PAL Fabricators Receival Form]<br />
* [https://epg.modot.org/forms/CM/GS013F3.pdf PAL Shippers Transmittal Form]<br />
* [https://epg.modot.org/forms/CM/PipeShippingReportForm2.pdf CMP, RCP, Pipe Shipping Submittal Form: Precast Drainage Unit and Precast Box Culvert Shipping Report Form]<br />
* [https://epg.modot.org/forms/CM/PipeShippingReportForm_Thermoplastic.pdf Pipe Shipping Submittal Form: Thermoplastic]<br />
* [https://epg.modot.org/forms/CM/Producer_Supplier_List.pdf Producer Supplier Listing Form]<br />
* [https://epg.modot.org/forms/CM/RecycleBinderContribution.xls Recycle Binder Contribution v2.12]<br />
* [https://epg.modot.org/forms/CM/RecycleBinderContribution_401.xls Recycle Binder Contribution v2.20]<br />
* [https://epg.modot.org/forms/CM/Section1040,1043,1044_Inclusion_Certification.pdf Section 1040, 1043 and 1044 Inclusion Certification Statement]<br />
* [https://epg.modot.org/forms/CM/Section1040,1043,1044_Shipping_Report_Form_Fillable.pdf Section 1040, 1043 and 1044 Shipping Report Form]<br />
* [https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Transfer Request of Inspected Material]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Civil Rights Related Forms and Posters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
<br />
<div class="mw-customtoggle-CM9a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] DBE Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9a" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/DBE_and_non_DBE_Subcontractor_Reporting_Form.pdf DBE and non DBE Subcontractor Reporting Form]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Change Form]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Contractor_Project_Trucker_Equipment_List_Form.pdf DBE Contractor/Subcontractor Project Trucker and Equipment List]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Contractor_Subcontractor_Project_Trucker_Form_Instructions.pdf DBE Contractor/Subcontractor Project Trucker and Equipment List - Instructions]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT_Excel.xlsm DBE Identification Submittal Form (Excel)]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT.pdf DBE Identification Submittal Form (PDF)]</br><br />
* [https://epg.modot.org/forms/CM/DBE_Termination_Form.pdf DBE Termination Form]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9b" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] On the Job Training Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9b" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/OJT_1_Trainee_Notification.pdf OJT 1, Training Notification]</br><br />
* [https://epg.modot.org/forms/CM/OJT_2_Contractor_Monthly_Trainee_Report.pdf OJT 2, Contractor Monthly Trainee Report]</br><br />
* [https://epg.modot.org/forms/CM/OJT_3_Training_Completion.pdf OJT 3, Training Completion Report]</br><br />
* [https://epg.modot.org/forms/CM/OJT_4_Trainee_Contact.pdf OJT 4, Trainee Contact]</br><br />
* [https://epg.modot.org/forms/CM/OJT_5_Discrimination_Complaint.pdf OJT 5, Discrimination Complaint]</br><br />
* [https://epg.modot.org/forms/CM/OJT_6_Final_Trainee_Summary.pdf OJT 6, Training Summary]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9c" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Workforce Diversity Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9c" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/WF_2%20_Contractor_Monthly_New_Hire_report.pdf Contractor Monthly New Hire Report]</br><br />
* [https://epg.modot.org/forms/CM/MoDOT_Workforce_Pre_Construction_Diversity_Plan_Report.xlsx Initial Workforce Diversity Plan]</br><br />
* [https://epg.modot.org/forms/CM/MODOT_Workforce_JSP_Cummulative_Workforce_Hours_Report.xlsx Monthly Workforce Reporting Report]</br><br />
* [https://epg.modot.org/forms/CM/WF_1_New_Hire_Notification.pdf New Hire Notification]</br><br />
* [https://epg.modot.org/forms/CR/WF_3_Sample_Workforce_Action_Plan.pdf Sample Workforce Action Plan]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9d" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Federal Aid Job Site Posters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9d" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
:Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM9e" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] State Aid Job Site Posters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9e" style="margin-left:15px;"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
:Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].<br />
</div><br />
</div><br />
<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM10" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Permit Forms for Working on Right of Way</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM10"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Permit for Work on Right of Way]<br />
* [https://www.modot.org/notice-intent MoDOT Notice of Intent to Perform Work]<br />
</div><br />
</div><br />
<br />
===Quick Reference Guides (QRGs)===<br />
<div class="mw-customtoggle-CM11" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] AASHTOWare Project</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM11"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* '''[https://epg.modot.org/forms/CM/AWP_QRG_Revision_Dates.xlsx AWP QRG Revision Dates]'''<br />
* [https://epg.modot.org/forms/CM/AWP_CM_AASHTOWARE_Project_Terminology.docx AWP CM AASHTOWARE Project Terminology]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Certified_Testers.doc AWP CM Certified Testers]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Filters.doc AWP CM Filters]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Filters_for_Sample_Records_or_Acceptance_Actions.doc AWP CM Filters for Sample Records or Acceptance]<br />
* [https://epg.modot.org/forms/CM/AWP_CM_Test_Equipment.doc AWP CM Test Equipment]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_1ChangeOrderOverview.doc AWP CO 1 Change Order Overview]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_2ChangeOrderAddingNewItemorOverrunUnderrunExisting.doc AWP CO 2 Change Order Adding New Item or Overrun/Underrun of Existing Items]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc AWP CO 3 Change Order Time Extension]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_4ChangeOrderValueEngineering.doc AWP CO 4 Change Order Value Engineering]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_5ChangeOrderNoCostContractModification.doc AWP CO 5 Change Order, No Cost Contract Modification]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_6ChangeOrderMobilizationAndContractBond.doc AWP CO 6 Change Order, Mobilization and Contract Bond]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_7ChangeOrderApproval.doc AWP CO 7 Change Order Approval]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Codes.doc AWP CO Change Order Codes]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reports.doc AWP CO Change Order Reports]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_CUF_Entry.doc AWP CO Commercially Useful Function (CUF) Review Date Entry]<br />
* [https://epg.modot.org/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form (for contracts awarded after March 2021)]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc AWP CO Construction Stockpiles]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Payment_Estimate_Exception_Override.doc AWP CO Contract Payment Estimate Exception Override]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_ContractVendorAssets.doc AWP CO Contract Vendor Assets]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Adjustments.doc AWP CO Contract Adjustments]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiary.doc AWP CO Daily Diary]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiaryAdjustments.doc AWP CO Daily Diary Adjustments]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport.doc AWP CO Daily Work Report]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport_Deleting_Postings_and_Acceptance_Records.doc AWP CO Daily Work Report, Deleting DWR Postings and Acceptance Records]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Disposition_Remarks_PAL_Material.doc AWP CO Disposition Remarks for PAL Material]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Documentation_Records.docx AWP CO Documentation Records]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_EmergencyContacts.doc AWP CO Emergency Contacts]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Estimate.doc AWP CO Estimate]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Estimate_Final.doc AWP CO Estimate Final]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Item_Adjustments.doc AWP CO Item Adjustments]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Milestones.doc AWP CO Milestones]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Signal_Maintenance.doc AWP CO Signal Maintenance]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reason_Codes_for_SL_Time_Extension_Change_Orders.doc AWP CO SL District Reason Codes for Time Extension Change Orders]<br />
* [https://epg.modot.org/forms/CM/AWP_CO_Subcontract.doc AWP CO Subcontract]<br />
* [http://eprojects/Templates/AWP_Guide_For_Creating_QA_%20Sample_Records_Using%20E2O%20Spreadsheets.doc AWP Guide for Creating QA Sample Records Using E20 Spreadsheets (Internal Use Only)]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Contract_Lines_For_Acceptance_Actions.doc AWP MA Adding Contract Lines For Acceptance Actions]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Concrete_Mix_Design.doc AWP MA Adding New Concrete Mix Design]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Associating_Material_To_Source.docx AWP MA Associating Material to Source]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Checking_For_UnAuthorized_Sample_Records.doc AWP MA Checking For Unauthorized Sample Records]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_DEC_Sample_Record.docx AWP MA DEC Sample Record]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_DeletingMaterialsFromAcceptanceActions.doc AWP MA Deleting materials From Acceptance]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_EditingContractAcceptanceActionsAndActionRelationships.doc AWP MA Editing Contract Acceptance Actions and Action Relationships]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Generating_Contract_SampleChecklist.doc AWP MA Generating Contract Sample Checklist]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_IAS_Lab_Audit.doc AWP MA I.A.S. Lab Audit]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_PAL_Plant_Inspection_Record.doc AWP MA PAL Plant Inspection Record]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_ReGenerating_Contract_Lines_For_Original_Materials_And_Acceptance_Actions.doc AWP MA Regenerating Contract Lines for Original Materials and Acceptance Actions]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Acceptance_By_Certification.docx AWP MA Sample Record Acceptance By Certification]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Changing_Material_Code_Source_or_SampleType.docx AWP MA Sample Record Changing Material Code Source or Sample Type]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General_IAS_Audit_Record.docx AWP MA Sample Record, General IAS Audit Record]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_Sampling_and_Testing_Status_Report.docx AWP MA Sampling and Testing Status Report]<br />
* [https://epg.modot.org/forms/CM/AWP_MA_UsingFindSample.docx AWP MA Using the Find Sample Function]<br />
* [http://eprojects/Templates/AWP_QA_Asphalt.xlsm AWP QA Asphalt]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM12" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Digital Signatures</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM12"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://epg.modot.org/forms/CM/Digital_Signature_for_Adobe_Reader_DC_or_Pro_DC.docx Digital Signatures using Adobe DC Reader/Pro]<br />
* [https://epg.modot.org/forms/CM/Creating_Digital_IDs_in_Bluebeam_Revu.pdf Digital Signatures using Bluebeam Revu]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-CM13" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Storm Water Database</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM13"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 How to Fill Out Land Disturbance Inspection Record.pdf|How to Fill Out Land Disturbance Inspection Record]]<br />
* [[media:101 Land Disturbance Deficiencies QRG 2019.pdf|Land Disturbance Deficiencies]]<br />
* [[media:101 Land Disturbance Storm Water Database Closeout Procedure QRG 2020.pdf|Land Disturbance Storm Water Database Closeout Procedure]]<br />
* [[media:101 Land Disturbance Storm Water Database Initial Setup for Construction Projects 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Construction Projects]]<br />
* [[media:101 Land Disturbance Storm Water Database Initial Setup for Maintenance Projects QRG 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Maintenance Projects]]<br />
* [[media:101 Land Disturbance Storm Water Database 7 Day Reviews QRG.pdf|Land Disturbance Storm Water Database 7-Day Reviews]]<br />
* [[media:101 Storm Water Land Disturbance Erosion Reporting QRG Dec 2020.pdf|Storm Water Land Disturbance Erosion Reporting]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Design==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-DE1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 404 Permit.dotx|404 Permits]]<br />
* [[media:747 Bridge Survey Checklist.xlsx|Bridge Survey Checklist]]<br />
* [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]<br />
* [[media:747 Bridge Survey Report.docx| Bridge Survey Report Form]]<br />
* [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist (Excel)]]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Vertical_Clearance_Coord_Form.pdf Vertical Clearance Design Exception Coordination with SDDCTEA]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Checklist</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE2"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:124.2.4 Design Progress Check list.docx|Design Progress Check List]]<br />
* [https://epg.modot.org/forms/general_files/DE/D-12-form.pdf District Final Design Checklist - D-12]<br />
* [[media:124.2.4 Check List for Preliminary Plans.docx|Preliminary Plans Check List]]<br />
* [[media:124.2.4 Project Reviewing Checklist.docx|Project Reviewing Checklist]]<br />
* [https://epg.modot.org/forms/RW/Chapter%2013_Designing%20Right%20of%20Way%20Plans/Right%20Way%20Plans%20Checklist%20Form%20236.13.7.docx Right of Way Plan Review Check List]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Contracts</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE3"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:District_Award.dotx|District Award]]<br />
* [http://www.modot.org/business/standards_and_specs/documents/ComputerDeliverableContractPlans.pdf Computer Deliverable Contract Plans 2005]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/DE11_Municipal_Agreement.doc DE11]<br />
* [[media:Sample_Scope_of_Services_-_Location_and_Environment.dotx|Sample Scope of Services - Location and Environment]]<br />
* [[media:Sample_Scope_of_Services_Design.dotx|Sample Scope of Services Design]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Design</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE4"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:3R_Conceptual_Study_Report.dotx|3R Conceptual Study Report]]<br />
* [[media:4R_Conceptual_Study_Report.dotx|4R Pavement Rehabilitation Analysis Data and Conceptual Study Report]]<br />
* [[media:Commission_Backup_Form_Blank.dotx|Commission Backup Form Blank]]<br />
* [[media:Commission_Backup_Form_Instructions.dotx|Commission Backup Form Instructions]]<br />
* [[media:Conceptual Study Report.dotx|Conceptual Study Report]]<br />
* [[media:134.2.2.5.1 May 2017.doc|Consultant Rating Form]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28 Sign Design Order Form]<br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information]<br />
* [[media:Equipment_and_Materials_List.dotx|Equipment and Materials List]]<br />
* [https://epg.modot.org/forms/DE/SWPPP_Project_Specific_Form_806.8.2.pdf Form 806.8.2, Project-Specific SWPPP Information]<br />
* [[media:Form D21 2018.pdf|Highway Lighting Warrants D21]]<br />
* [[media:Location Study Report.dotx|Location Study Report]]<br />
* [[media:M-40 2013.docx|M-40 Request for Drilling Services]]<br />
* [[media:Pavement_Distress_Log_Form_-_Asphalt_-_11x17.dotx|Pavement Distress Log Form - Asphalt - 11x17]]<br />
* [[media:Pavement_Distress_Log_Form_-_Concrete_11x17.dotx|Pavement Distress Log Form - Concrete 11x17]]<br />
* [[media:Pavement_Repair_Log.dotx|Pavement Repair Log]]<br />
* [[media:Preliminary_Plans_Proposal_Review.dotx|Preliminary Plans Proposal Review]]<br />
* [[media:Project_Data_for_BAMS.dotx|Project Data for BAMS]]<br />
* [[media:Project Initialization Estimate Form.dotx|Project Initialization Estimate Form]]<br />
* [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7bC825A659-7DD3-4CF3-8F3D-284E3BFF6E39%7d&file=JSP-Formatting-Guide.doc&action=default Roadway Job Special Provision Formatting Guide]<br />
* [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7b01675DEF-ADDD-465C-AF8F-868B9CF5DBE2%7d&file=Roadway%20JSP%20Instructions.docx&action=default Roadway Job Special Provision Instructions]<br />
* [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={5D551D7A-2FA3-4777-BB7E-829D7D83CA92}&file=Roadway_JSP_Template.doc&action=default Roadway Job Special Provision Template]<br />
* [[media:134.2.2.2 2019.docx|Submittal to Professional Services Committee]]<br />
* [[media:Suggested_Revision_to_a_CADD_Standard.dotx|Suggested Revision to a CADD Standard]]<br />
* [[media:Test-Cultural_Resource_Assessment_Letter.dotx|Test-Cultural Resource Assessment Letter]]<br />
* [[media:Traffic_Signal_Warrants,_Form_D22.dotx|Traffic Signal Warrants, Form D22]]<br />
* [[media:Utility_Print_Submittal_Letter.dotx|Utility Print Submittal Letter]]<br />
* [[media:Utility_Print_Submittal_Letter_Revised_Plans.dotx|Utility Print Submittal Letter, Revised Plans]]<br />
* [[media:124_Work_Day_Study_a.dotx|Work Day Study]]<br />
</div><br />
</div><br />
<br />
<div style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"><span style="margin-left:36px;">[[:Category:134_Engineering_Professional_Services#134.1.3_Consultant_Qualification|Engineering Professional Services]]</span></div><br />
<br />
<div class="mw-customtoggle-DE5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Environmental and Cultural</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE5"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:127.14 Categorical Exclusion Determination 2021.docx|Categorical Exclusion Form]]<br />
* [[media: 127.11 Farmland Conversion Impact Rating Corridor.pdf|Farmland Conversion Impact Rating (Corridor)]]<br />
* [[media: 127.11 Farmland Conversion Impact Rating Site.pdf| Farmland Conversion Impact Rating (Site)]]<br />
* [https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx Request for Environmental Services (RES) Form]<br />
* [https://epg.modot.org/forms/general_files/DE/ENV/RES_Instruction_Manual.docx Instructions for the RES Form]<br />
* [[media:Property_Permission_Letter_E-HP_sample-07-23.docx| Sample letter requesting permission]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE6" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Materials</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE6"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_Request_for_Asphalt_Cement_%_Grade.dotx|Request for Asphalt Cement % Grade]]<br />
* [[media:101_Soil_Info_Request.dotx|Soil Info Request]]<br />
* [[media:101_Soil_Survey_Request.dotx|Soil Survey Request]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Planning</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE7"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_ARAN_Report_Request.dotx|ARAN Report Request]]<br />
* [[media:101_Conceptual_Study_Traffic_Count_Request.dotx|Conceptual Study Traffic Count Request]]<br />
* [[media:101_Fis_Formc.dotx|Fis Formc]]<br />
* [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Road%20User%20Costs%20Request%20Form.pdf?csf=1&web=1&e=lrKK8d Road User Costs Request Form]<br />
* [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik Traffic Forecast Request Form]<br />
* [[media:101_Turning_Movement_Traffic_Count_Request.dotx|Turning Movement Traffic Count Request]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE8" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Public Involvement</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE8"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_Public_Hearing_Statement_Form.dotx|Public Hearing Statement Form]]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]<br />
* [[media:129 Sample Public Involvement or Communication Plan.docx|Sample Public Involvement Plan or Communication Plan]] <br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]<br />
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]<br />
</div><br />
</div><br />
<br />
<div style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"><span style="margin-left:36px;">[[:Category:236_Right_of_Way|Right of Way]]</span></div><br />
<br />
<div class="mw-customtoggle-DE9" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Scoping</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE9"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101_Bridge_Checklist.dotx|Bridge Checklist]]<br />
* [[media:101_Construction_and_Materials_Checklist.dotx|Construction and Materials Checklist]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Checklist_Apr_26,_2012.doc Design Checklist]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]<br />
* [[media:101_FHWA_Checklist.dotx|FHWA Checklist]]<br />
* [[media:101_Maintenance_Checklist.dotx|Maintenance Checklist]]<br />
* [[media:101_Planning_Checklist.dotx|Planning Checklist]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Project_Scoping_Checklist_Apr_26,_2012.doc Project Scoping Checklist]<br />
* [[media:101_Public_Information_and_Outreach_Checklist.dotx|Public Information and Outreach Checklist]]<br />
* [[media:101_Railroad_Checklist.dotx|Railroad Checklist]]<br />
* [[media:101_Right_of_Way_Checklist.dotx|Right of Way Checklist]]<br />
* [[media:101_Traffic_Checklist.dotx|Traffic Checklist]]<br />
* [[media:101_Utilities_Checklist.dotx|Utilities Checklist]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-DE10" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Survey</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE10"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.18.2_Plat_Review_Checklist.pdf Form 238.2.18.2 Plat Review Checklist]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.17_Professional_Land_Surveyor_2013.doc Professional Land Surveyor Description Review Form]<br />
* [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/238.2_Sample_Letter_Notifying_Property_Owner_of_Survey.doc Sample Letter Notifying Property Owner of Survey]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Financial Services==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-FS1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Financial Services Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-FS1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:235 Agreements Checklist.doc|Agreements Checklist]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Highway Safety & Traffic==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-HS1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Highway Safety & Traffic Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-HS1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:902.5.8.3.1 checklist.xlsx|Statewide Signal/Lighting/Flasher Preventive Maintenance Checklist]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Maintenance==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-MT1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Maintenance</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - blankinspreport.pdf|Blank Inspection Report]]<br />
* [[media:101 Maintenance - bridgemaintenancerepairreport.xls|Bridge Maintenance Repair Report (Excel)]]<br />
* [http://ghepg01/forms/BR/774_Cathodic_System_Evaluation.dotx Cathodic System Evaluation]<br />
* [[media:101 Maintenance - CIF - Written form.dot|CIF (Critical Inspection Finding)]]<br />
* [[media:101 Maintenance - Follow-up Action Required-Written form.doc|FAR (Follow-Up Action Required)]]<br />
* [[media:101 Maintenance - maintmatlusage.xls|Maintenance Material Usage (Excel)]]<br />
* [[media:101 Maintenance - Maintenance Recommendation Report.pdf|Maintenance Recommendation Report]]<br />
* [[media:101 Maintenance - paintdatareportformblank.xls|Paint Data Report (Excel)]]<br />
* [[media:101 Maintenance - Photo Log.xls|Photo Log Sheet (Excel)]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Chip Seal Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT2"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [http://wwwi/maintenance/Forms/App%20Adjust%20Form.pdf Application Adjustment Factor Form]<br />
* [http://wwwi/maintenance/Forms/Traffic%20Eval%20Factor.pdf Traffic Evaluation Factor (TEF) for Asphalt Application Adjustment]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Commuter Lots</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT3"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - Commuter Lot Inspection Form.xls|Commuter Lot Inspection (Excel)]]<br />
* [[media:101 Maintenance - Commuter Lot Survey.pdf|Commuter Lot Survey]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Disasters</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT4"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - DDIR.xls|Detailed Damage Inspection Report (Excel)]]<br />
* [[media:101 Maintenance - Non Federal Aid Route DDIR.xls|FEMA Detailed Damage Inspection Report (Excel)]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Miscellaneous Forms</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT5"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:127.29.9 FRCP.pdf|Facility Runoff Control Plans (FRCP)]]<br />
* [http://sharepoint/systemdelivery/TR/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Inspections/WorkZone_Inspection-form%202014.pdf Work Zone Inspection Form]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT6" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Rest Areas</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT6"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - Rest Area Truck Parking.xls|Rest Area Truck Parking (Excel)]]<br />
* [[media:101 Maintenance - REST AREA inspection_2005.doc|Rest Area Inspection]]<br />
</div><br />
</div><br />
<br />
<div class="mw-customtoggle-MT7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Snow and Ice Control</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT7"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [[media:101 Maintenance - Snow and Ice Control Equipment Inventory.xls|Snow and Ice Control Equipment Inventory (Excel)]]<br />
* [[media:101 Maintenance - Chemical Requirements.xls|Chemical Requirements (Excel)]]<br />
* [[media:101 Maintenance - Salt Storage.xls|Salt Storage (Excel)]]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
==Motor Carrier Services==<br />
<br />
<div style="margin-left: 30px;"><br />
<br />
<div class="mw-customtoggle-MC1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Maintenance</div><br />
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MC1"><br />
<div class="mw-collapsible-content" style="margin-bottom:15px;"><br />
* [https://www.modot.org/HazWaste Hazardous Waste Transport Forms]<br />
* [https://www.modot.org/HHGoods Household Goods Transport Forms, Tariff Information, ''Moving in Missouri'' brochure]<br />
* [https://www.modot.org/IFTA International Fuel Tax Agreement Forms]<br />
* [https://www.modot.org/IRP International Registration Plan Forms]<br />
* [https://www.modot.org/MOPA Missouri Operating Authority Forms]<br />
* [https://www.modot.org/OSOW Oversize Overweight Permitting Forms]<br />
* [https://www.modot.org/SC Missouri Intrastate Skill Performance Evaluation for Medical Exemption Forms]<br />
* [https://www.modot.org/WasteTire Waste Tire Transporter Forms]<br />
</div><br />
</div><br />
<br />
</div><br />
<br />
[[image:101 bottom.jpg|center|1025px]]</div>Hoskirhttps://epg.modot.org/index.php?title=907.1_Safety_Program_Guidelines&diff=53600907.1 Safety Program Guidelines2024-03-21T19:12:59Z<p>Hoskir: updated per RR3852</p>
<hr />
<div><div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
<br />
[[image:907.1.jpg|right|150px]]<br />
<br />
Each year, Missouri receives federal funding to support traffic safety efforts across the state. The majority of this funding is distributed to MoDOT’s seven districts and used for initiatives and projects to reduce fatalities and serious injuries on Missouri roads. This article provides guidance regarding the eligibility and application of safety funds. These guidelines supersede any previous documents pertaining to using safety funding on transportation projects. Highway Safety Improvement Program (HSIP) programming will align with current state and federal law. Additional information about the HSIP can be found in [https://safety.fhwa.dot.gov/hsip/resources/fhwasa09029/fhwasa09029.pdf FHWA’s Highway Safety Improvement Program Manual]. <br />
<br />
===907.1.1 Criteria for Safety Project Funding===<br />
By federal rule, federal highway safety funds can only be used on safety-focused engineering projects. In addition, any project using safety funds must have a “relationship” to [https://www.modot.org/sites/default/files/documents/Show-Me%20Zero%20Plan.pdf Missouri's Strategic Highway Safety Plan] (SHSP). This means that any project using safety funds must support one of the strategies identified in Missouri’s SHSP.<br />
<br />
Any project utilizing federal safety funds must also be included in the STIP and (on or off the state system) meet one of the following criteria: <br />
<br />
:'''1. Proactive Measure: Systemwide Solutions.''' <br />
:Missouri’s current SHSP – [https://www.modot.org/sites/default/files/documents/Show-Me%20Zero%20Plan.pdf ''Show-Me Zero: Driving Missouri Towards Safer Roads''] - designates systemic strategies vital to the reduction of fatalities and serious injuries in highway crashes. In addition, other systemic strategies may be identified in the future that can be used systemwide to reduce fatalities and serious injuries. The idea of the systemic approach is to apply a specific safety improvement across an entire “system” of locations that exhibit a significant potential for severe crashes. This means some locations without an actual severe crash history may be treated as part of the systemic approach. Because the specific locations of severe crashes are difficult to predict, the systemic approach aims to treat the entire system as opposed to only those specific locations with a prior severe crash. One notable example of this approach is MoDOT’s installation of median guard cable. Instead of installing cable only at the specific locations that had experienced a severe cross-median crash, MoDOT recognized the likelihood for these same crashes to occur at similar locations throughout the state. Therefore, guard cable was applied to the entire corridors meeting a certain criteria. Treating locations with an increased risk of severe crashes is the guiding principle for where to install systemic improvements. Other notable examples of systemwide engineering strategies include paved shoulders [[:Category:626 Rumble Strips|rumble strips]] and systematic sign upgrades. <br />
<br />
<div id="2. Reactive Measure: Severe Crash Experience."></div><br />
:'''2. Reactive Measure: Severe Crash Experience.''' <br />
:Projects meeting this criterion must provide a corrective improvement to a location exhibiting fatal and/or serious injury crash experience. This severe crash experience may be demonstrated by inclusion on MoDOT's [http://sharepoint/systemdelivery/TR/safety/TS_Lists/default.aspx Safety Priority Lists] or discovered through data analysis that indicates significant fatal and/or serious injury crash experiences. Safety needs can also be identified through a [[907.2 Road Safety Assessment (RSA)|Road Safety Assessment]], which identifies potential safety issues and countermeasures at a particular location. Countermeasures implemented using this approach must specifically address the severe crash issue occurring at the identified location. <br />
<br />
As part of Safety Program oversight, Central Office conducts periodic reviews of district safety projects to ensure those projects meet one of these two criteria. <br />
<br />
===907.1.2 Improvements Eligible for Safety Funds===<br />
There are numerous engineering improvements that can assist in reducing fatalities and serious injuries on Missouri’s roadways. The following safety improvements are proven countermeasures in Missouri and are always eligible for safety funds:<br />
:* Addition of paved shoulders and edgeline rumble strips<br />
:* Horizontal curve improvements<br />
:::o High-friction surface treatment (HFST)<br />
:::o Installation of chevron signs<br />
:::o Improving the curve’s superelevation<br />
:::o Adding paved shoulders and edgeline rumble strips<br />
:* Expressway intersection improvements<br />
:::o Installation of J-Turns<br />
:::o Installation of offset left and offset right turn lanes<br />
:* High-friction surface treatments (HFST) at other locations<br />
:* Installation of centerline rumble strips<br />
:* Installation of median guard cable<br />
:* Annual on-call law enforcement in work zones<br />
<br />
In addition, other improvements to help reduce fatalities and serious injuries can be eligible for safety funds. Such improvements must be implemented in a systemic manner or supported by expected severe crash frequency. Examples of such improvements include, but are not limited to: <br />
<br />
:* Roundabouts<br />
:* Diverging diamond interchanges<br />
:* Pedestrian safety improvements<br />
:* Installation of wrong-way driving countermeasures<br />
:* Access management improvements<br />
:* Installation of signing, striping, and lighting at intersections<br />
:* Installation of guardrail<br />
:* Installation of flashing yellow arrows<br />
:* Pavement marking to maintain retroreflectivity<br />
<br />
New innovative solutions are constantly being developed to address roadway safety issues. When a new treatment appears as a viable solution, the Highway Safety and Traffic Division should be consulted prior to implementation. After installation, the performance of this new treatment should be evaluated to determine its potential for future applications. <br />
<br />
===907.1.3 District Safety Plans and Project Reporting===<br />
<br />
Each state fiscal year, federal highway safety funds are distributed to MoDOT’s seven districts. Each district should communicate with MoDOT’s planning partners to identify and program safety projects that will maximize the reduction in fatalities and serious injuries on Missouri’s roadways. Districts should document and maintain a procedure to use as a resource to provide consistency in reporting safety projects. <br />
<br />
Deadlines for programming safety projects are provided annually by Planning Division’s Statewide Programming team. The following is a general timeline for this process:<br />
:* Summer/Fall: Districts should identify safety project needs, evaluate those needs for benefits in reducing fatality and serious injury crashes, and prioritize these projects to program in the STIP.<br />
:* January: Planning Division provides funding targets and related programming guidance.<br />
:* February: Districts update project information in SIMS (STIP Information Management System)<br />
:* Early March: Typical deadline for data entry into SIMS.<br />
<br />
Projects using safety funds typically have a [http://stipprod/stip/tp1000cw?SUBSESSIONID=88082 SIMS] (STIP Information Management System) form approved, and typically require a job number to charge expenses. On the SIMS form, districts provide information for categorization of safety improvements as consistent with FHWA reporting and Missouri’s SHSP (see [[#907.1.1 Criteria for Safety Project Funding|EPG 907.1.1 Criteria for Safety Project Funding]]). Estimations of severe crashes reduced are also included on this form. Benefit equals the dollar value of fatal and serious injury crashes being reduced by the project. A benefit/cost ratio is calculated to support justification for the safety improvement. <br />
<br />
The effectiveness of safety projects will be evaluated by the district with before/after evaluations. The results of these district studies will be compiled by [http://sp/sites/ts/Pages/default.aspx Central Office Highway Safety and Traffic] and submitted to the Federal Highway Administration each year as part of Missouri’s Highway Safety Improvement Program (HSIP) report. This annual report identifies how Missouri spent the federal safety funds provided to the state. The SIMS information provide crucial information for completing this report. <br />
<br />
===907.1.4 Safety Improvements on Local Roads===<br />
<br />
Federal safety funds may be used for improvements on local roads. Safety projects on local roads must meet the same criteria established for state roadways. Additionally, any funding match for federal safety funds must be locally sourced from the agency where the improvements will be implemented. The safety priority lists developed by the Highway Safety and Traffic Division include local roads. When considering the use of safety funds on local roads, an analysis should be done to show the expected benefits of treating the local road are comparable to other project alternatives on the state system. The Highway Safety and Traffic Division should also be contacted prior to programming safety funds on the local road system.<br />
<br />
===907.1.5 Resources to Support Engineering Safety Improvements===<br />
<br />
The following resources can help identify effective safety strategies, determine expected benefits, and help guide safety improvement decision-making. <br />
<br />
:'''1. Missouri’s Strategic Highway Safety Plan (SHSP).''' [https://www.modot.org/sites/default/files/documents/Show-Me%20Zero%20Plan.pdf Show-Me Zero: Driving Missouri Toward Safer Roads] is the guiding document for roadway safety in the state. The SHSP details the most frequent severe crash types and effective strategies to reduce fatalities and serious injuries. It is vital for each district to work in cooperation with their Missouri Coalition for Roadway Safety (MCRS) regional coalitions during problem identification and the development of countermeasures. Efforts to address issues identified in the key strategies are preferred. <br />
<br />
:'''2. [http://sp/sites/ts/safety/TS_Lists/default.aspx Safety Priority Lists].''' This set of lists focuses on fatal and serious injury crashes by frequency, location, and crash type. These lists can be used to help identify locations in the state with the greatest potential for severe crashes.<br />
<br />
:'''3. [[907.7 Highway Safety Manual|Highway Safety Manual]]'''. The Highway Safety Manual (HSM) and associated tools, such as ISATe or IHSDM, allow for a quantitative analysis of certain engineering treatments to estimate the expected benefit. Such an analysis enables staff to optimize the use of safety funds by targeting improvements that are expected to provide the greatest benefit (expected reduction of fatalities and serious injuries). The analysis may include a crash prediction using [[907.7 Highway Safety Manual#907.7.5 What Additional Resources are Available to Aid in an HSM Analysis?|HSM spreadsheets]] or an expected change in crashes based on known crash modification factors (CMF). A CMF represents the expected change in crashes resulting from a specific treatment. Some CMFs are developed using national datasets (see [http://www.cmfclearinghouse.org/ FHWA’s CMF Clearinghouse]) while others may be based strictly on Missouri experiences (see [http://sharepoint/systemdelivery/TR/safety/tes/default.aspx MoDOT safety studies]). Calibration factors have been developed to align the results from an HSM analysis with Missouri specific data. Information regarding these calibration factors can be found in the following documents:<br />
:* [https://spexternal.modot.mo.gov/sites/cm/CORDT/cmr18-001.pdf Missouri Highway Safety Manual Recalibration (February 2018)]<br />
:* [https://spexternal.modot.mo.gov/sites/cm/CORDT/cmr16-009.pdf Highway Safety Manual Applied in Missouri – Freeway/Software (June 2016)]<br />
<br />
<br />
<br />
<br />
[[category:907 Traffic Safety|907.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.35_Concrete_Pile_Cap_Integral_End_Bents&diff=53599751.35 Concrete Pile Cap Integral End Bents2024-03-21T17:11:12Z<p>Hoskir: /* 751.35.4 Reinforcement */ updated per RR3851</p>
<hr />
<div>== 751.35.1 General ==<br />
<br />
<br />
=== 751.35.1.1 Material Properties ===<br />
<br />
{|<br />
!colspan="2" align="left"|Concrete<br />
|-<br />
|width="250pt"|Class B Concrete (Substructure)||<math>\, f'_c</math>||= 3.0 ksi <br />
|-<br />
|&nbsp;||<math>\, n</math>|| = 10<br />
|}<br />
<br />
Class B-1 Concrete (Substructure) may also be used in special cases (See Project Manager). The following equations shall apply to both concrete classes:<br />
<br />
<br />
Modulus of elasticity,<br />
::::::<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math> <br />
<br />
Where:<br />
<br />
:f'<sub>c</sub> in ksi<br />
:w<sub>c</sub> = unit weight of nonreinforced concrete = 0.145 kcf<br />
:K<sub>1</sub> = correction factor for source of aggregate<br />
::= 1.0 unless determined by physical testing<br />
<br />
<br />
Modulus of rupture,<br />
::::::<math> f_r \ = \ 0.24 \sqrt{f'_{c}}</math> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 5.4.2.6<br />
<br />
Where:<br />
:f'<sub>c</sub> is in ksi<br />
<br />
<br />
<br />
{|<br />
!colspan="2" align="left"|Reinforcing Steel<br />
|-<br />
|width="250pt"|Minimum yield strength,||<math>\, f_y</math>||= 60.0 ksi <br />
|-<br />
|width="250pt"|Steel modulus of elasticity,||<math>\, E_s</math>||= 29000 ksi<br />
|}<br />
<br />
== 751.35.2 Design ==<br />
<br />
<br />
=== 751.35.2.1 Limit States and Factors ===<br />
<br />
In general, each component shall satisfy the following equation:<br />
<br />
<math>\, Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
Where:<br />
{|<br />
|<math>\, Q</math>||= Total factored force effect<br />
|-<br />
|<math>\, Q_i</math>||= Force effect<br />
|-<br />
|<math>\, \eta_i</math>||= Load modifier<br />
|-<br />
|<math>\, \gamma_i</math>||= Load factor<br />
|-<br />
|<math>\, \phi</math>||= Resistance factor<br />
|-<br />
|<math>\, R_n</math>||= Nominal resistance<br />
|-<br />
|<math>\, R_r</math>||= Factored resistance<br />
|}<br />
<br />
<br />
'''Limit States'''<br />
<br />
The following limit states shall be considered for abutment design:<br />
<br />
:STRENGTH – I<br />
:STRENGTH – III<br />
:STRENGTH – IV<br />
:STRENGTH – V<br />
:SERVICE – I<br />
:FATIGUE<br />
:EXTREME EVENT - II<br />
<br />
See LRFD Table 3.4.1-1 and LRFD 3.4.2 for Loads and Load Factors applied at each given limit state.<br />
<br />
<br />
'''Resistance factors'''<br />
<br />
:STRENGTH limit states, see LRFD 5.5.4.2 and LRFD 6.5.4.2<br />
:For all other limit states, <math>\, \phi</math> = 1.00<br />
<br />
<br />
'''[[751.2_Loads#Load Modifiers|Load Modifiers]]'''<br />
<br />
=== 751.35.2.2 Loads ===<br />
<br />
'''Dead Loads'''<br />
<br />
Loads from beams, girders, etc. shall be applied as concentrated loads applied at the centerline of bearing. Loads from concrete slab spans shall be applied as uniformly distributed loads.<br />
<br />
<br />
'''Live Loads'''<br />
<br />
Loads from beams, girders, etc. shall be applied as concentrated loads applied at the centerline of bearing. Dynamic load allowance (impact) should be included for the design of the beam. No dynamic load allowance should be included for foundation design.<br />
<br />
For wings with detached wing walls, no portion of the bridge live load shall be distributed to the detached wall. The detached wing wall shall be designed as a [[751.24 LFD Retaining Walls|retaining wall]]. The weight of the barrier or railing on top of the wall shall be included in the dead load.<br />
<br />
'''Collision'''<br />
<br />
Collision shall be designed if abutments are located within a distance of 30.0 feet to the edge of roadway, or within a distance of 50.0 feet to the centerline of a railway track and conditions do not qualify for exemptions given in [[751.2_Loads#Vehicular Collision Force, CT|EPG 751.2.2.6]].<br />
<br />
=== 751.35.2.3 General Design Assumptions ===<br />
<br />
'''Beam'''<br />
<br />
The beam shall be assumed continuous over supports at centerline of piles.<br />
<br />
One half of the dead load of the approach slab shall be included in the beam design. <br />
<br />
<br />
'''Wing'''<br />
<br />
The standard horizontal reinforcement shown below was designed for soil pressure, EH, live load surcharge, LS and a railing collision force, CT for Extreme Limit State II Load Combination.<br />
<br />
<br />
<center>[[Image:751.35 general design assumptions-pressure diagram for wing.gif]]</center><br />
<br />
<br />
The minimum steel placed horizontally in wings shall be as shown in the figure below.<br />
<br />
<br />
<center>[[Image:751.35 general design assumptions-part section thru beam.gif]]</center><br />
<br />
<center>'''Part Section Thru Beam'''</center><br />
<br />
=== 751.35.2.4 End Bent Analysis ===<br />
<br />
The following steps shall be used to design integral end bents.<br />
<br />
====751.35.2.4.1 Beam Cap Design====<br />
<br />
'''Step 1 – Obtain loads from superstructure'''<br />
<br />
The live load reactions (LL), dead load of structural components (DC), and dead load of future wearing surface (DW) will be needed to design the end bents. Strength I Load Combination will be used to design the reinforcement.<br />
<br />
<br />
'''Step 2 – Design bearing pads or girder chairs'''<br />
<br />
From the loads obtained in Step 1, design the bearing pads or girder chairs according to [[751.11_Bearings|EPG 751.11]].<br />
<br />
<br />
'''Step 3 – Find beam cap width'''<br />
<br />
The standard beam cap width will be 3’-0”. However, if the bearing pad size required exceeds the allowable edge distance, the beam cap width may be widened. The bearing pads shall be centered over the centerline of pile location, which is 15” away from the stream or crossing face of the cap.<br />
<br />
<br />
'''Step 4 – Design longitudinal steel in beam cap'''<br />
<br />
If the centerline of bearing is 12” or less on the centerline of piles, use 4 - #6 bars at the top and bottom of the beam cap. Otherwise, the ultimate moment used for designing the longitudinal steel shall be approximated by the following equation and figure. The loads shall be factored according to the Strength I Load Combination.<br />
<br />
<math>\, M_u = 0.2 R_u L + 0.13 WL^2</math><br />
<br />
Where:<br />
{|<br />
|<math>\, R_u</math>||= maximum interior girder reaction of factored superstructure loads, kips.<br />
|-<br />
|<math>\, L</math>||= pile spacing, ft.<br />
|-<br />
|<math>\, W</math>||= factored substructure loads equally distributed across the beam, k/ft.<br />
|}<br />
<br />
<br />
[[Image:751.35 basic assumption for beam analysis.gif]]<br />
<br />
::::'''Basic Assumption for Beam Analysis'''<br />
<br />
<br />
A minimum of 4 - #6 Bars shall be used for the longitudinal steel in the beam cap. If more steel is required, increase bar size and keep the number of bars to 4. For example, use 4 - #7 bars instead of 5 - #6 bars.<br />
<br />
The minimum reinforcement and bar spacing shall also be checked against the appropriate limits.<br />
<br />
====751.35.2.4.2 Pile Design====<br />
<br />
Follow Fig. 751.35.2.4.2 Integral Abutment Pile Design Flowchart and select applicable pile design method from following list:<br />
<br />
:1. Rigorous pile design procedure<br />
:2. Simple pile design procedure<br />
:3. Design pile in accordance with LRFD specification<br />
<br />
[[Image:751.35.2.4.2.jpg|center|800px]]<br />
<br />
<center>'''Fig. 751.35.2.4.2 Integral Abutment Pile Design Flowchart'''</center><br />
<br />
=====751.35.2.4.2.1 Rigorous Pile Design Procedure=====<br />
See Development Section, Structural Project Manager (SPM), or Structural Liaison Engineer (SLE), or [[media:751.35.2.4.2.1.pdf|17-01-SEP-New Integral End Bent Pile Design Procedure]].<br />
<br />
=====751.35.2.4.2.2 Simple Pile Design Procedure=====<br />
Use this procedure if bridge meets the length and skew limits tabulized in Fig. 751.35.2.4.2, Integral Abutment Pile Design Flowchart, bridge does not require a complete seismic analysis and where scour can be ignored. <br />
<br />
Simple curved structures following similar length and skew limits are allowed. Complex thermal movements may require rigorous procedure.<br />
<br />
Minimum pile embedment, See [[751.1 Preliminary Design#751.1.2.22 Types of Piling|EPG 751.1.2.22 Types of Piling]].<br />
<br />
Rotate HP piles for skews over 45°, resulting in strong axis parallel to center line of beam cap.<br />
<br />
Show pile prebore elevation on the plan where applicable in accordance with flowchart. Side friction in prebored areas shall be ignored.<br />
<br />
See [[751.36 Driven Piles#751.36.5.7.1 Integral End Bent Simple Pile Design|EPG 751.36.5.7.1 Integral End Bent Simple Pile Design]] for typical pile design values.<br />
<br />
=== 751.35.2.5 Beam Reinforcement Special Cases ===<br />
<br />
'''SPECIAL CASE I'''<br />
<br />
If centerline bearing is 12" or less on either side of centerline piles, for all piles (as shown below), use 4-#6 top and bottom and #4 at 12" cts. (stirrups), regardless of pile size.<br />
<br />
<center>[[Image:751.35 beam reinforcement special case 1.gif]]</center><br />
<br />
<br />
<br />
'''SPECIAL CASE II'''<br />
<br />
When beam reinforcement is to be designed assuming piles to take equal force, design for negative moment in the beam over the interior piles.<br />
<br />
<center>[[Image:751.35 beam reinforcement special case 2.gif]]</center><br />
<br />
<center>(*) Dimensions are for illustration purposes only.</center><br />
<br />
== 751.35.3 Dimensions ==<br />
<br />
<br />
=== 751.35.3.1 Front Sheet ===<br />
<br />
{|<br />
|valign="top"|Notes:||The following are details and dimensions for the Plan view on the Front Sheets.<br />
|-<br />
| &nbsp;||Details for unsymmetrical roadways will require dimensions tying Centerline Lane to Centerline Structure.<br />
|}<br />
<br />
<br />
<center>[[Image:751.35 front sheet-plan of end bent.gif]]</center><br />
<br />
=== 751.35.3.2 Wing Brace ===<br />
<br />
<br />
The wing brace dimensions will only vary on the wing with obtuse angle. Wing brace dimensions shown are minimum dimensions. The wing brace with the acute angle will always be 18" minimum.<br />
<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|-<br />
|[[Image:751.35 wing brace details-skews 0 thru 45.gif]]<br />
|-<br />
!Skews 0° thru 45°<br />
|-<br />
| &nbsp;<br />
|-<br />
|[[Image:751.35 wing brace details-skews 45 thru 55.gif]]<br />
|-<br />
!Skews 45°00'01" thru 55°<br />
|-<br />
| &nbsp;<br />
|-<br />
|[[Image:751.35 wing brace details-skews 55 and over.gif]]<br />
|-<br />
!Skews 55°00'01" and Over<br />
|}<br />
<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|-<br />
|valign="top" align="right"|Note:||align="left"|Left advance shown, right advance similar.<br />
|}<br />
<br />
=== 751.35.3.3 Prestressed Girder End Bent ===<br />
<br />
[[image:751.35.3.3.1.jpg|750px|center]]<br />
<br />
:::(1) See [[751.12 Barriers, Railings, Curbs and Fences|EPG 751.12 Barriers, Railings, Curbs and Fences]] for barrier or railing details. <br />
:::(2) Keep 1 1/2" minimum clear cover for reinforcement between approach notch and girder. Increase beam width (1" increments) to get the 1 1/2" clear cover if necessary. <br />
:::(3) Use 1” plus half of bearing pad length when bearing pads are used. Use 3 ½” minimum for NU Standard Girders and 5” minimum for MoDOT Standard Girders when girder chairs are used.<br />
:::(4) 12" minimum at gutter line at end of slab. <br />
:::(5) All concrete in the end bent above top of beam and below top of slab shall be Class B-2. <br />
:::(6) Provide a minimum of 8" clearance from outside edge of pile to face of beam. For pile greater than 14” wide (diameter), shifting pile centerline towards fill face is preferred based on structural considerations (eccentric load to pile). Otherwise, increase beam width (1” increments) toward front face in order to meet 8” minimum clearance. <br />
::::Example: <br />
::::Pile size = 16” <br />
::::Option I (preferred): Shift pile centerline 1” toward fill face and consider eccentric load to the pile. <br />
:::::Minimum beam width = 20”+16”=3’-0”<br />
::::Option II: Increase beam width 1” toward front face. <br />
:::::Minimum beam width = 21”+16”=3’-1”<br />
:::(7) See Design Layout for maximum spill slope. <br />
<br />
<br />
[[image:751.35.3.3.2.jpg|750px|center]]<br />
[[image:751.35.3.3.3.jpg|750px|center]]<br />
[[image:751.35.3.3.4.jpg|750px|center]]<br />
<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|-<br />
|valign="top" align="right"|Note:||align="left" width="800pt" |Neoprene bearing pads are to be used on integral bents (prestressed structures) if pad size and beam clearance permit; otherwise, use girder chairs. See [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]] for additional girder chair details.<br />
|-<br />
| ||align="left"|Squared beam steps are shown. Steps may be skewed to facilitate placement of U1 and V1 stirrup bars. See [[#751.35.4 Reinforcement |EPG 751.35.4 Reinforcement]] for details.<br />
|-<br />
|valign="top" align="right"|*||align="left" width="800pt" |18" minimum, 2'-0" maximum; provide a minimum of 8" clearance from outside edge of pile to outside face of beam.<br />
|}<br />
<br />
=== 751.35.3.4 Steel Girder or Beam End Bent ===<br />
<br />
[[image:751.35.3.4.1.jpg|750px|center]]<br />
<br />
:::(1) See [[751.12 Barriers, Railings, Curbs and Fences|EPG 751.12 Barriers, Railings, Curbs and Fences]] for barrier or railing details.<br />
:::(2) Keep 1 1/2" minimum clear cover for reinforcement between approach notch and girder. Increase abutment beam width (1" increments) to get the 1 1/2" clear cover if necessary. <br />
:::(3) Use 1" plus half of bearing pad length when bearing pads are used. Use 3" minimum when girder chairs are used. <br />
:::(4) 12" minimum at gutter line at end of slab. <br />
:::(5) All concrete in the end bent above top of beam and below top of slab shall be Class B-2. <br />
:::(6) Provide a minimum of 8" clearance from outside edge of pile to face of beam. For pile greater than 14” wide (diameter), shifting pile centerline toward fill face is preferred based on structural considerations (eccentric load to pile). Otherwise, increase beam width (1” increments) toward front face in order to meet 8” minimum clearance. <br />
::::Example: <br />
::::Pile size = 16” <br />
::::Option I (preferred): Shift pile centerline 1” toward fill face and consider eccentric load to the pile. <br />
:::::Minimum beam width = 20”+16”=3’-0”<br />
::::Option II: Increase beam width 1” toward front face. <br />
:::::Minimum beam width = 21”+16”=3’-1” <br />
:::(7) See Design Layout for maximum spill slope. <br />
<br />
<br />
[[image:751.35.3.4.2.jpg|750px|center]]<br />
[[image:751.35.3.4.3.jpg|750px|center]]<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|-<br />
|valign="top" align="right"|Note:||align="left" width="800pt" |Neoprene bearing pads are to be used on integral bents (steel structures) if pad size and beam clearance permit; otherwise, use girder chairs. See [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]] for additional girder chair details.<br />
|-<br />
| ||align="left"|Squared beam steps are shown. Steps may be skewed to facilitate placement of U1 and V1 stirrup bars See [[#751.35.4 Reinforcement |EPG 751.35.4 Reinforcement]] for details.<br />
|-<br />
|valign="top" align="right"|*||align="left" width="800pt" |18" minimum, 2'-0" maximum; provide a minimum of 8" clearance from outside edge of pile to outside face of beam.<br />
|-<br />
|valign="top" align="right"|**||align="left" width="400pt" |3" minimum clearance between sole plate and keyed construction joint (typical)<br />
|}<br />
<br />
=== 751.35.3.5 Wing & Detached Wing Walls ===<br />
<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|-<br />
|colspan="2"|[[Image:751.35.3.5 2017.jpg|400px]]<br />
|-<br />
|colspan="2"| &nbsp;<br />
|-<br />
|colspan="2"|[[Image:751.35.3.5 detached wing 2017.jpg|450px]]<br />
|-<br />
|colspan="2"| &nbsp;<br />
|-<br />
|colspan="2"|[[Image:751.35.3.5 section a-a.jpg|750px]]<br />
|-<br />
!Section A-A||Detail "C"<br />
|-<br />
|colspan="2"| &nbsp;<br />
|-<br />
|colspan="2"|[[Image:751.35.3.5 section d-d.jpg|800px]]<br />
|-<br />
!Detail B||Section D-D<br />
|}<br />
<br />
::::::Note:<br />
<br />
{|border="0" cellpadding="5" cellspacing="1" align="center"<br />
|-<br />
|'''*'''||width="400"|Detached wing wall shown is for illustration purpose only. Design detached wing wall as a [[751.24 LFD Retaining Walls|LFD retaining wall (EPG 751.24)]].<br />
|-<br />
|'''**'''||width="400pt"|See [[751.24 LFD Retaining Walls|EPG 751.24 LFD Retaining Walls]].<br />
|-<br />
|colspan="2" width="420"|Report Pile Cut-off Elevation and Minimum Galvanized Penetration (Elev.) (See Foundation Data).<br />
|}<br />
<br />
== 751.35.4 Reinforcement ==<br />
<br />
For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]].<br />
<br />
=== 751.35.4.1 Wide Flange Beams & Plate Girders ===<br />
<center><br />
{|border="0" cellpadding="5" cellspacing="1" style="text-align:left"<br />
|-<br />
|colspan="4"|[[Image:751.35.4.1.1 2020.jpg|750px]]<br />
|-<br />
|colspan="4"|[[Image:751.35.4.1.2 2020.jpg|800px]]<br />
|-<br />
|rowspan="22" valign="center"|[[Image:751.35.4-03-2024.png|225px]]||colspan="3"|'''Detailing Guidance:'''<br />
|-<br />
|width="15px" rowspan="19"|<font color = "white">ko</font color = "white"> ||colspan="2"|<font color = "green">Green items</font color = "green"> are guidance only and shall not be shown plans.<br />
|-<br />
|colspan="2"|Place all U bars and V pairs parallel to centerline roadway.<br />
|-<br />
|colspan="2"|Keep 1 1/2" clearance between the piles and the U1 or U2 bars. <br />
|-<br />
|colspan="2"|Keep 1 1/2" clearance between the beams or girders and the U1 or V1 bars. <br />
|-<br />
|colspan="2"|Keep 1 1/2" clearance between the angles of girder chairs and the U2 or U3 bars. <br />
|-<br />
|colspan="2"|Replace U1 bars with U3 bars at piles under beams or girders. <br />
|-<br />
|colspan="2"|Replace U1 bars with V1 bars at piles between beams or girders. <br />
|-<br />
|colspan="2"|When dimension “A” is required to be greater than 15” to clear piles by 1 ½”, typical when HP14 and CIP14 or larger diameter piles are used, add intermediate longitudinal bar(s) between piles. The spacing between intermediate bar(s) and full length bars shall not be greater than required by crack control provisions. Ends of intermediate bar(s) shall be hooked. <br />
|-<br />
|colspan="2"|See [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G1._Concrete_Bents EPG 751.50 G1 Concrete Bents] for appropriate notes to be placed with details.<br />
|-<br />
|valign="top" width="30"|<font color = "green">(1)</font color = "green"> ||#6-U bar ([[Image:751.35 wide flange and plate girders--6-u-bar.gif]]) at 9" centers between barrier curbs. For shallow beams where 26” is not available extend to top of beam minus 1” clear.<br />
|-<br />
|valign="top"|<font color = "green">(2)</font color = "green"> ||U4 bars ([[Image:751.35 wide flange and plate girders--5-u4-bar.gif|13px]]) and #6-U5 bars ([[Image:751.35 wide flange and plate girders--6-u-bar.gif]]) spliced with U1 ([[Image:751.35 wide flange and plate girders-u1-bar.gif]]) and V1 bars (│). U4 bars shall be same size as U1 bars. Show lap splice on plans as shown. For shallow beams stirrup hooks may be required for U4 bars ( [[image:751.35 shape37S-2024.png|14px]] -Shape 37S) (see Alternate Sections). For shallow beams where 16” is not available extend stirrup hooks to top of beam minus 1” clear.<br />
|-<br />
|valign="top"|<font color = "green">(3)</font color = "green"> ||U1 bars ([[Image:751.35 wide flange and plate girders-u1-bar.gif]]) at 12" centers. Typically #5 bars, except [https://epg.modot.org/index.php/751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.2.5_Beam_Reinforcement_Special_Cases special cases]. Replace with pairs of #5-V1 bars (│) at piles. Make sure U1 and V1 bars extend enough to meet lap length requirement across length of diaphragm. For shallow beams stirrup hooks may be required for U1 bars ( [[image:751.35 shape37S-2024.png|14px]] -Shape 37S) and end hooks may be required for V1 bars ([[image:751.35.4.1 V1 hook.jpg|8px]]) (see alternate sections). For shallow beams where 16” is not available extend hooks to approach notch minus 1 1/2" clear.<br />
|-<br />
|valign="top"|<font color = "green">(4)</font color = "green"> ||Stirrups shall clear step by 1 1/2" minimum, if not lengthen step or skew step.<br />
|-<br />
|valign="top"|<font color = "green">(5)</font color = "green"> ||#6-V bars at no more than 9” centers at the end of girders or beams.<br />
|-<br />
|valign="top"|<font color = "green">(6)</font color = "green"> ||#5-U bars (15”H x 24”V) @ about 12" centers placed parallel to centerline roadway. When approach slab haunch is expected to be greater than 18” at the roadway crown at the end of slab, slope the approach slab notch providing 12” of constant approach slab haunch or with SPM or SLE approval greater than 18” approach slab haunch may be used but increase vertical leg length of #5-U bars to ensure 12” minimum embedment.<br/>For shallow beams where 12” embedment is not available adjust length of vertical leg and extend to top of beam minus 1” clear.<br />
|-<br />
|valign="top"|<font color = "green">(7)</font color = "green"> ||With SPM or SLE approval a 29” splice may be used in combination with specifying 2” cover to U bars and V bars if doing so avoids the need for using hooked bars.<br />
|-<br />
|valign="top"|<font color = "green">(8)</font color = "green">||See [https://epg.modot.org/index.php/751.35_Concrete_Pile_Cap_Integral_End_Bents#web_hole_tabel tables] for 1 1/16" round hole spacing for #6-H bars.<br />
|-<br />
|valign="top"|<font color = "green">(9)</font color = "green"> ||Same number of bars as 1 1/16" round holes in beam or girder.<br />
|-<br />
|valign="top"|<font color = "green">(10)</font color = "green"> || Add intermediate longitudinal bar(s) when required for spacing. Keep 3” minimum clearance between the pile and intermediate longitudinal bar(s).<br />
|}<br />
</center><br />
[[Image:751.35.4-04-2024.png|center|800px]]<br />
<br />
=== 751.35.4.2 Prestressed I-Girders, Bulb-Tee Girders and NU-Girders ===<br />
<br />
<center><br />
{|border="0" cellpadding="5" cellspacing="1" style="text-align:left"<br />
|-<br />
|colspan="4"|[[Image:751.35.4.2.1.jpg|800px]]<br />
|-<br />
|colspan="4"|[[Image:751.35.4.2.2 2020.jpg|800px]]<br />
|-<br />
|rowspan="21" valign="center"|[[Image:751.35.4.2-03-2024.png|225px]]||colspan="3"|'''Detailing Guidance:'''<br />
|-<br />
|width="15px" rowspan="17"|<font color = "white">ko</font color = "white"> ||colspan="2"|<font color = "green">Green items</font color = "green"> are guidance only and shall not be shown on plans.<br />
|-<br />
|colspan="2"|Place all U bars and V pairs parallel to centerline roadway.<br />
|-<br />
|colspan="2"|Keep 1 1/2" clearance between the piles and the U1 or U2 bars. <br />
|-<br />
|colspan="2"|Keep 1 1/2" clearance between the beams or girders and the U1 or V1 bars. <br />
|-<br />
|colspan="2"|Keep 1 1/2" clearance between the angles of girder chairs and the U2 or U3 bars. <br />
|-<br />
|colspan="2"|Replace U1 bars with U3 bars at piles under beams or girders. <br />
|-<br />
|colspan="2"|Replace U1 bars with V1 bars at piles between beams or girders. <br />
|-<br />
|colspan="2"|When dimension “A” is required to be greater than 15” to clear piles by 1 ½”, typical when HP14 and CIP14 or larger diameter piles are used, add intermediate longitudinal bar(s) between piles. The spacing between intermediate bar(s) and full length bars shall not be greater than required by crack control provisions. Ends of intermediate bar(s) shall be hooked.<br />
|-<br />
|colspan="2"|See [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G1._Concrete_Bents EPG 751.50 G1 Concrete Bents] for appropriate notes to be placed with details.<br />
|-<br />
|valign="top"|<font color = "green">(1)</font color = "green"> ||#6-U bar ([[Image:751.35 wide flange and plate girders--6-u-bar.gif]]) at 9" centers between barrier curbs. For shallow beams where 26” is not available extend to top of beam minus 1” clear.<br />
|-<br />
|valign="top"|<font color = "green">(2)</font color = "green"> ||U4 bars ([[Image:751.35 wide flange and plate girders--5-u4-bar.gif|13px]]) and #6-U5 bars ([[Image:751.35 wide flange and plate girders--6-u-bar.gif]]) spliced with U1 ([[Image:751.35 wide flange and plate girders-u1-bar.gif]]) and V1 bars (│). U4 bars shall be same size as U1 bars. Show lap splice on plans as shown. For shallow beams stirrup hooks may be required for U4 bars ( [[image:751.35 shape37S-2024.png|14px]] -Shape 37S) (see Alternate Sections). For shallow beams where 16” is not available extend stirrup hooks to top of beam minus 1” clear.<br />
|-<br />
|valign="top"|<font color = "green">(3)</font color = "green"> ||U1 bars ([[Image:751.35 wide flange and plate girders-u1-bar.gif]]) at 12" centers. Typically #5 bars, except [https://epg.modot.org/index.php/751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.2.5_Beam_Reinforcement_Special_Cases special cases]. Replace with pairs of #5-V1 bars (│) at piles. Make sure U1 and V1 bars extend enough to meet lap length requirement across length of diaphragm. For shallow beams stirrup hooks may be required for U1 bars ( [[image:751.35 shape37S-2024.png|14px]] -Shape 37S) and end hooks may be required for V1 bars ([[image:751.35.4.1 V1 hook.jpg|8px]]) (see alternate sections). For shallow beams where 16” is not available extend hooks to approach notch minus 1 1/2" clear.<br />
|-<br />
|valign="top"|<font color = "green">(4)</font color = "green"> ||Stirrups shall clear step by 1 1/2" minimum, if not lengthen step or skew step.<br />
|-<br />
|valign="top"|<font color = "green">(5)</font color = "green"> ||#6-V bars at no more than 9” centers at the end of girders or beams.<br />
|-<br />
|valign="top"|<font color = "green">(6)</font color = "green"> ||#5-U bars (15”H x 24”V) @ about 12" centers placed parallel to centerline roadway. When approach slab haunch is expected to be greater than 18” at the roadway crown at the end of slab, slope the approach slab notch providing 12” of constant approach slab haunch or with SPM or SLE approval greater than 18” approach slab haunch may be used but increase vertical leg length of #5-U bars to ensure 12” minimum embedment.<br/>For shallow beams where 12” embedment is not available adjust length of vertical leg and extend to top of beam minus 1” clear.<br />
|-<br />
|valign="top"|<font color = "green">(7)</font color = "green"> ||With SPM or SLE approval a 29” splice may be used in combination with specifying 2” cover to U bars and V bars if doing so avoids the need for using hooked bars.<br />
|-<br />
|valign="top"|<font color = "green">(8)</font color = "green"> ||Add intermediate longitudinal bar(s) when required for spacing. Keep 3” minimum clearance between the pile and intermediate longitudinal bar(s). <br />
|}<br />
</center><br />
[[Image:751.35.4.2-04-2024.png|center|800px]]<br />
<br />
=== 751.35.4.3 Wing Reinforcement ===<br />
<br />
[[image:751.35.4.3.1 2020.jpg|center|800px]]<br />
[[image:751.35.4.3.2.jpg|center|800px]]<br />
<br />
::'''Detailing Guidance: '''<br />
::<font color = "green">Green items</font color = "green"> are guidance only and shall not be shown on plans.<br />
::Bar marks shown are for these details only. Vary as needed.<br />
::K bars not shown in the Elevation of Wing for clarity. For details of K bars, see [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.4.3 End of Barrier Reinforcement|EPG 751.12.1.4.3 End of Barrier Reinforcement]] for Type B barrier and [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.3.3 End of Barrier Reinforcement|EPG 751.12.1.3.3 End of Barrier Reinforcement]] for Type D and H barriers.<br />
::See [[#751.35.3.3 Prestressed Girder End Bent|EPG 751.35.3.3]] for chamfer detail.<br />
:::<font color = "green">(a)</font color = "green"> Use dimension that provides a minimum of 3" center to center spacing between #6 bars placed horizontally and #8 bars placed with grade. See SPM or SLE if spacing at one end exceeds 8 inches due to grade.<br />
:::<font color = "green">(b)</font color = "green"> Use construction joint on steel structures only.<br />
:::<font color = "green">(c)</font color = "green"> 6 3/8” min and 11 3/8” max. If unable to get dimension to fall within this range using 8-inch centers, then use 6 3/8” and use “@ abt. 8” cts.”<br />
<div id="(d)"></div><br />
:::<font color = "green">(d)</font color = "green"> Use 66.5” for obtuse corner of bents skewed 55 degrees or greater.<br />
:::<font color = "green">(e)</font color = "green"> Use 54.5” for obtuse corner of bents skewed 55 degrees or greater.<br />
:::<font color = "green">(f)</font color = "green"> See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#G1._Concrete_Bents EPG 751.50 G1 Concrete Bents] for note required for the #6-F bars.<br />
:::<font color = "green">(g)</font color = "green"> Use 90 degree standard hook in seismic areas.<br />
<br />
===751.35.4.4 Skewed Bents===<br />
<br />
Prestressed I-girders shown in the following details, steel structures are similar.<br />
<br />
The sections thru integral end bents previously shown shall be adjusted for skew as shown. <br />
<br />
[[image:751.35.4.4.jpg|center|700px]]<br />
<br />
<br />
===751.35.4.5 Coil Inserts and Tie Rods===<br />
<br />
Threaded rods (coil tie rods) installed in coil inserts (coil ties) that are cast into the ends of prestressed girders and beams are believed to provide some aid in resisting positive moment forces.<br />
<br />
Coil ties and rods shall be detailed on the plan sheets for prestressed girders and beams.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[https://www.modot.org/prestressed-i-girders-psi Prestressed I-Girders]<br />
|-<br />
|align="center"|[https://www.modot.org/prestressed-box-beams-psbxb Prestressed Box Beams]<br />
|}<br />
</center><br />
<br />
Coil ties and coil tie rods shall be detailed on the plan sheets for integral end bents as shown below. Girders and beams with coil ties and rods are available as standard cells under the concrete diaphragm tasks in MicroStation. <br />
<br />
[[image:751.35.4.5.jpg|center|650px]]<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| align="left|'''Detailing Guidance: '''<br />
|-<br />
| align="left|<font color = "grass">Green items</font color = "grass"> are guidance and shall not be shown on plans.<br />
|-<br />
| align="left width="750"|Details shows I girders but are applicable for all girder and beams based on coil tie<br/>locations shown for closed diaphragms on the bridge standard drawings for prestressed<br/>girders and beams.<br />
|-<br />
|align="left width="750"|<font color = "grass">(a)</font color = "grass"> “Two” not required for bulb-tee and NU girders.<br />
|}<br />
<br />
== 751.35.5 Details ==<br />
<br />
<br />
=== 751.35.5.1 Reinforcing Holes ===<br />
<br />
<div id="web hole tabel"></div><br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|+'''Reinforcing Holes for Wide Flange Beams'''<br />
|[[Image:751.35.5.1 end of stringer.jpg|450px]]<br />
|[[Image:751.35 details-section a-a.gif]]<br />
|-<br />
!Section at End of Beam||Section A-A<br />
|}<br />
<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"<br />
|-<br />
!WF Beam Depth||Stud Spacing||A||Reinforcing Hole Spacing<br />
|-<br />
|21"||2 spa, @ 4 1/2"||4"||2 equal spaces<br />
|-<br />
|24"||2 spa. @ 6"||4"||2 equal spaces<br />
|-<br />
|27"||2 spa. @ 7 1/2"||4 1/2"||2 equal spaces<br />
|-<br />
|30"||3 spa. @ 6"||4 1/2"||3 equal spaces<br />
|-<br />
|33"||3 spa. @ 7"||4 1/2"||3 equal spaces<br />
|-<br />
|36"||4 spa. @ 6"||4 1/2"||3 equal spaces<br />
|}<br />
<br />
<br />
<br />
<br />
<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|+'''Reinforcing Holes for Plate Girders'''<br />
|colspan="2"|[[Image:751.35.5.1 end of girder.jpg|600px]]<br />
|-<br />
!width="45%"|Section at End of Girder|| &nbsp;<br />
|}<br />
{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"<br />
|-<br />
|valign="top" align="right"|Note:||align="left" width="400pt" |Bearing stiffeners are to be designed for DC (no SBC or FWS) and 50 psf construction load. (No web studs are required since bearing stiffener is provided).<br />
|-<br />
|valign="top" align="right"|***||align="left" width="400pt"|1 1/16"&oslash; holes for skews thru 20°. For skews > 20°, use slotted hole = 1 1/16" + 2(Web thickness)x(tan of the skew angle)<br />
|}<br />
<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"<br />
|-<br />
!PL Girder Depth||A||Reinforcing Hole Spacing<br />
|-<br />
|39"||3 1/2"||4 equal spaces<br />
|-<br />
|42"||3 1/2"||5 equal spaces<br />
|-<br />
|48"||4"||5 equal spaces<br />
|-<br />
|54"||4 1/2"||6 equal spaces<br />
|-<br />
|60"||4"||8 equal spaces<br />
|}<br />
<br />
=== 751.35.5.2 Vertical Drains ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/drains_new_title_block.htm Vertical Drain at End Bents]<br />
|}<br />
<br />
</center><br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.32_Concrete_Pile_Cap_Intermediate_Bents&diff=53598751.32 Concrete Pile Cap Intermediate Bents2024-03-21T17:08:52Z<p>Hoskir: /* 751.32.4.1 Typical Pile Cap Bent */ updated per RR3851</p>
<hr />
<div>== 751.32.1 General ==<br />
<br />
<br />
=== 751.32.1.1 Material Properties ===<br />
<br />
{|<br />
!colspan="2" align="left"|Concrete<br />
|-<br />
|colspan="2"|Typically, shall consist of:<br />
|-<br />
|width="30pt"| &nbsp;||width="250pt"|Class B Concrete (Substructure)||<math>\, f'_c</math>||= 3.0 ksi <br />
|-<br />
| &nbsp;||&nbsp;||<math>\, n</math>|| = 10<br />
|}<br />
<br />
In addition, Class B-1 Concrete (Substructure) may also be used in special cases (See Project Manager). <br />
<br />
Modulus of elasticity,<br />
::::::<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math> <br />
<br />
Where:<br />
<br />
:f'<sub>c</sub> in ksi<br />
:w<sub>c</sub> = unit weight of nonreinforced concrete = 0.145 kcf<br />
:K<sub>1</sub> = correction factor for source of aggregate<br />
::= 1.0 unless determined by physical testing<br />
<br />
<br />
Modulus of rupture,<br />
::::::<math> f_r \ = \ 0.24 \sqrt{f'_{c}}</math> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 5.4.2.6<br />
<br />
Where:<br />
:f'<sub>c</sub> is in ksi<br />
<br />
<br />
'''Reinforcing Steel'''<br />
<br />
{|<br />
|width="200pt"| Minimum yield strength,||<math>\, f_y</math>||= 60.0 ksi<br />
|-<br />
|width="200pt"| Steel modulus of elasticity,||<math>\, E_s</math>||= 29000 ksi<br />
|}<br />
<br />
== 751.32.2 Design ==<br />
<br />
<br />
=== 751.32.2.1 Limit States and Factors ===<br />
<br />
In general, each component shall satisfy the following equation:<br />
<br />
<math>\, Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
Where:<br />
{|<br />
|<math>\, Q</math>||= Total factored force effect<br />
|-<br />
|<math>\, Q_i</math>||= Force effect<br />
|-<br />
|<math>\, \eta</math>||= Load modifier<br />
|-<br />
|<math>\, \gamma_i</math>||= Load factor<br />
|-<br />
|<math>\, \phi</math>||= Resistance factor<br />
|-<br />
|<math>\, R_n</math>||= Nominal resistance<br />
|-<br />
|<math>\, R_r</math>||= Factored resistance<br />
|}<br />
<br />
<br />
'''Limit States'''<br />
<br />
The following limit states shall be considered for bent design:<br />
<br />
:STRENGTH – I<br />
:STRENGTH – III<br />
:STRENGTH – IV<br />
:STRENGTH – V<br />
:SERVICE – I<br />
:FATIGUE<br />
<br />
See LRFD Table 3.4.1-1 and LRFD 3.4.2 for Loads and Load Factors applied at each given limit state.<br />
<br />
<br />
'''Resistance factors'''<br />
<br />
:STRENGTH limit states, see LRFD 5.5.4.2<br />
:For all other limit states, <math>\, \phi</math> = 1.00<br />
<br />
<br />
'''[[751.2_Loads#Load Modifiers|Load Modifiers]]'''<br />
<br />
== 751.32.3 Details ==<br />
<br />
===751.32.3.1 Front Sheet=== <br />
<br />
{|border="0" cellpadding="3" align="center" <br />
|-<br />
|valign="top"|Note:||width="400pt"|The following are details and dimensions for the plan view of a typical pile cap bent on the front sheet of the bridge plans. Details and dimensions for an encased concrete pile cap bent are similar.<br />
|-<br />
| &nbsp;||width="400pt"|Details for unsymmetrical roadways shall require dimensions tying Centerline Lane to Centerline Structure. <br />
|}<br />
<br />
<br />
<center>[[Image:751.32 details-front sheet plan of int bent.gif]]</center><br />
<br />
=== 751.32.3.2 Typical Pile Cap Bent ===<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|colspan="2"|[[Image:751.32.3.2 2017.jpg|center|650px]]<br />
|-<br />
!WIDTH="580"|Part Elevation||Part Section <br />
|-<br />
!colspan="2"|Applicable for both HP piles (shown) and CIP piles<br />
|}<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|valign="top"|[[Image:751.32 circled 1.gif]]<br />
|width="500" align="left"|Use 2'-6" minimum or as determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for seismic criteria (expansion joint bents only) (3" increments) or the minimum beam width required to meet pile edge distance requirement. <br />
|-<br />
|valign="top"|[[Image:751.32 circled 2.gif]]<br />
|width="500" align="left"|= 3’-0” (Min.) for Wide Flange, Double-Tee Girders, <br/> &nbsp;&nbsp;&nbsp;Prestressed Girders and Plate Girders.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 3.gif]]<br />
|width="500" align="left"|Check the clearance of the anchor bolt well to the top of pile. Increase the beam depth if needed.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 4.gif]]<br />
|width="500" align="left"|If the depth at the end of the beam, due to the steps, exceeds 4'-6", the beam bottom should be stepped or sloped.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 5.gif]]<br />
|width="500" align="left"|Use 3/4" drip groove where expansion device is located at bent. Continue to use 1-1/2" clear to reinforcing steel in bottom of beam. 3/4" drip groove shall be formed continuously around all piling at 3" from edge of beam.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 6.gif]]<br />
|width="500" align="left"|Minimum of 3 piles at 10'-0" cts., maximum spacing (1" increments).<br />
|-<br />
|valign="top"|[[Image:751.32 circled 7.gif|24px]]<br />
|width="500" align="left"|Piles shall not be battered.<br />
|}<br />
<br />
====751.32.3.2.1 Sway Bracing====<br />
<br />
(Use when specified on Design Layout or when required by design.)<br />
<br />
[[Image:751.32.3.2.1 steel bearing.jpg|center|675px]]<br />
<br />
<br />
<br />
[[Image:751.32.3.2.1 alternate.jpg|center|675px]]<br />
<br />
<br />
Guidance for use of sway bracing for steel bearing pile:<br />
<br />
(1) When angle slope of bracing becomes less than 15° to the horizontal, omit the diagonal angles and use the horizontal angles only (except on four pile bents, then use alternate shown above).<br />
<br />
Note: In case of a large number of piles, see the Structural Project Manager.<br />
<br />
=== 751.32.3.3 Encased Pile Cap Bent===<br />
<br />
Consideration shall be given to [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.20_Substructure_Type EPG 751.1.2.20 Substructure Type] before using this type of structure.<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|[[Image:751.32.3.3 part elev 2017.jpg|center|700px]]<br />
|-<br />
|[[Image:751.32.3.3 part section.jpg|center|300px]]<br />
|-<br />
!'''Part Section'''<br />
|}<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|valign="top"|[[Image:751.32 circled 1.gif]]<br />
|width="500" align="left"|Use 2'-6" minimum or as determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for seismic criteria (expansion joint bents only) (3" increments) or the minimum beam width required to meet pile edge distance requirement. <br />
|-<br />
|valign="top"|[[Image:751.32 circled 2.gif]]<br />
|width="500" align="left"|= 3’-0” (Min.) for Wide Flange, Double-Tee Girders,<br/> &nbsp;&nbsp;&nbsp;Prestressed Girders and Plate Girders.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 3.gif]]<br />
|width="500" align="left"|Check the clearance of the anchor bolt well to the top of pile. Increase the beam depth if needed.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 4.gif]]<br />
|width="500" align="left"|If the depth at the end of the beam, due to the steps, exceeds 4'-6", the beam bottom should be stepped or sloped.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 5.gif]]<br />
|width="500" align="left"|Height by design. Embed encasement 2 ft. (min.) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge design.<br />
|-<br />
|valign="top"|[[Image:751.32 circled 6.gif]]<br />
|width="500" align="left"|Minimum of 3 piles at 10'-0" cts., maximum spacing (1" increments).<br />
|}<br />
<br />
===751.32.3.4 Closed Concrete Intermediate Diaphragms===<br />
<br />
See [[751.22 P/S Concrete I Girders#751.22.3.7.4 Bent Details|EPG 751.22.3.7.4 Bent Details]] for intermediate bent details required for closed concrete intermediate diaphragms.<br />
<br />
== 751.32.4 Reinforcement ==<br />
<br />
=== 751.32.4.1 Typical Pile Cap Bent ===<br />
<br />
[[image:751.32.4.1-01-2024.png|center|600px]]<br />
<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="550pt" align="left" valign="top"|Locate #4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" under bearings where required to maintain a 6" maximum spacing of combined stirrups. (#4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" are not required for Double-Tee Structures.)<br />
|-<br />
|&nbsp;||width="550pt"|For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Details of [[751.13 Expansion Devices#751.13.1.4 Details of Substructure Protection|protective coating and sloping top of beam to drain]] shall be used when below an expansion device.<br />
|-<br />
|&nbsp;||width="550pt"|When dimension “B” is required to be greater than 15” to clear piles by 1 ½”, typical when HP14 and CIP14 or larger diameter piles are used, add intermediate longitudinal bar(s) between piles. The spacing between intermediate bar(s) and full length bars shall not be greater than required by crack control provisions. Ends of intermediate bar(s) shall be hooked.<br />
|}<br />
<br />
<br />
[[image:751.32.4.1.3.jpg|center|700px]]<br />
[[image:751.32.4.1 longitudinal.jpg|center|500px]]<br />
::::(1) 6” (Max.), add #6 bars as needed.<br />
::::(2) 9” (Max.), add #6 bars at each face as needed.<br />
::::(3) Location 2 development length, f'c = 3 ksi:<br />
:::::::::::21" (uncoated)<br />
:::::::::::32" (epoxy coated)<br />
<br />
See [[751.5 Structural Detailing Guidelines#751.5.9.2.8 Development and Lap Splices|EPG 751.5.9.2.8]] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
=== 751.32.4.2 Encased Pile Cap Bent===<br />
<br />
Supplemental details for encased pile cap bents are provided.<br />
<br />
[[image:751.32.4.2 part elev 2020.jpg|center|700px]]<br />
<br />
<br />
[[image:751.32.4.2 part section 2020.jpg|center|500px]]<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="500pt" align="left" valign="top"|When dimension “A” is greater than 18” add intermediate longitudal bar(s) between piles. Ends of bar(s) shall be hooked. Keep 3” minimum clearance between the pile and intermediate bar(s) and do not show on the plans.<br />
|}<br />
<br />
{|border="0" cellpadding="5" align="center" style="text-align:center" cellspacing="0"<br />
|-<br />
|[[image:751.32.4.2 part plan Dec 2011.jpg|center|650px]]<br />
|-<br />
|align="center"|'''Part Plan'''<br />
|}<br />
<br />
{|border="0" cellpadding="3" align="center" cellspacing="0"<br />
|-<br />
|valign="top"|Note:||width="500pt" align="left" valign="top"|Locate #4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" under bearings where required to maintain a 6" maximum spacing of combined stirrups. (#4 bars "[[Image:751.32 reinforcement--4 bar under bearing.gif]]" are not required for Double-Tee Structures.)<br />
|-<br />
|&nbsp;||width="500pt"|For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Details of [[751.13 Expansion Devices#751.13.1.4 Details of Substructure Protection|protective coating and sloping top of beam to drain]] shall be used when below an expansion device.<br />
|}<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.31_Open_Concrete_Intermediate_Bents&diff=53597751.31 Open Concrete Intermediate Bents2024-03-21T17:07:22Z<p>Hoskir: /* 751.31.3.5 Hammer Head Type */ updated per RR3851</p>
<hr />
<div>==751.31.1 General==<br />
===751.31.1.1 Material Properties===<br />
'''Concrete'''<br />
<br />
Intermediate bents on pile cap footings, spread footings or drilled shafts, or pile cap intermediate bents shall consist of: <br />
<br />
:Class B Concrete (Substructure) ''f'<sub>c</sub> ''= 3.0 ksi <br />
<br />
:''n'' = 10<br />
<br />
:In special cases when stronger concrete is necessary for design, Class B-1 (''n'' = 8) may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings). (Consult with the Structural Project Manager or Structural Liaison Engineer.)<br />
<br />
<br />
The following equations shall apply to both concrete classes:<br />
<br />
Modulus of elasticity,<br />
::::::<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math> <br />
<br />
Where:<br />
<br />
:f'<sub>c</sub> in ksi<br />
:w<sub>c</sub> = unit weight of nonreinforced concrete = 0.145 kcf<br />
:K<sub>1</sub> = correction factor for source of aggregate<br />
::= 1.0 unless determined by physical testing<br />
<br />
<br />
Modulus of rupture,<br />
::::::<math> f_r \ = \ 0.24 \sqrt{f'_{c}}</math> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 5.4.2.6<br />
<br />
Where:<br />
:f'<sub>c</sub> is in ksi<br />
<br />
<br />
'''Reinforcing Steel'''<br />
{|<br />
|-<br />
|Minimum yield strength, ||<math>\, \ f_y = </math>60.0 ksi<br />
|-<br />
|Steel modulus of elasticity,||<math>\, \ E_s = </math>29000 ksi<br />
|-<br />
|}<br />
<br />
===751.31.1.2 Rigid Frame- No Tie or Web Beam===<br />
<br />
[[Image:751.31.1.2.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D = Column diameter. 2’-6” minimum. Use 3’-0” minimum when the beam depth exceeds 3’-6”. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with no limit. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations. Use construction joint in column when H exceeds 35’-0”.<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.3 Web Beam – Web Supporting Beam===<br />
<br />
[[Image:751.31.1.3 2019.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D = Column diameter. 3’-0” minimum. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with 35'-0" maximum. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations. <br />
<br />
Webs<br />
:T = Web thickness. For a 3’-0” column diameter, use T = column diameter. For column diameters ≥ 3’-6”, use T = 0.5 x (column diameter).<br />
:H' = See bottom elevations of web given on the Design Layout.<br />
<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.4 Tie Beam===<br />
[[Image:751.31.1.4.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D = Column diameter. 3’-0” minimum. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with 30'-0" maximum. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations. <br />
<br />
Tie Beam<br />
:T = Tie beam thickness. Minimum T = 0.5 x (column diameter).<br />
:H' = See bottom elevations of tie beam given on the Design Layout. Minimum H' = 2 x T (round to the next foot higher).<br />
<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.5 Tie Beam with Change in Column Diameter===<br />
<br />
[[Image:751.31.1.5.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D1 = Column diameter. 3’-0” minimum. (6” increments)<br />
<br />
:D2 = Column diameter, Minimum of (D1 + 6”). Check lap of vertical reinforcement required. See Structural Project Manager.<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with a 30’-0” maximum with tie beams and no limit without tie beams. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations.<br />
:H' = Approximately 0.5 x H. Top of tie beam should be at the same elevation as the top of the larger diameter columns in order to <br />
::minimize the number of construction joints. Top of tie beam may be located on the Design Layout.<br />
<br />
<br />
Tie Beam<br />
:I = Depth as required by design. Minimum of 3’-0” (3” increments).<br />
:J = Width as required by design. Minimum of (0.5 x D1).<br />
<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.6 Hammer Head Type===<br />
<br />
[[Image:751.31.1.6.jpg|center|450px]]<br />
<br />
Beam<br />
:L = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
:nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
:column width + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column width. (3” increments) (*)<br />
<br />
:E = Depth as required by design (see “F”)<br />
<br />
:F = Angle as required by design (20° maximum)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:A = Length as required by design, approximately L/3. Use round ends for column.<br />
<br />
:D = Width as required by design with a minimum of 2’-6”. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
<br />
::1) Beam width controlled by superstructure requirements<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 15”<br />
<br />
<br />
<br />
NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.7 Collision Walls===<br />
<br />
[[Image:751.31.1.7.1.jpg|center|500px]]<br />
<br />
'''Structure Over Railroad, Track on One Side of Bent'''<br />
<br />
These details are typical for bents with two or more columns.<br />
<br />
Column faces located within 25’-0” of the centerline of track shall meet standards specified in part 2 or Chapter 8 of the AREA Manual (*) except as modified in this article. Certain railroads have specific requirements that also must be complied with. Check the Preliminary Design Layout data. <br />
:<br />
{|<br />
|-<br />
|valign="top"|(1)||colspan=2|For column spacing over 25’-0”, see Structural Project Managers.<br />
|-<br />
|valign="top"|(2)||colspan=2|6’-0” minimum for columns from 12’-0” to 25’-0” clear from the centerline of the track; 12’-0” minimum for columns less than 12’-0” clear from the centerline of the track.<br />
|-<br />
|valign="top"|(3)||colspan=2|In general, the collision wall shall extend to at least 4’-0” below the lowest surrounding grade. For spread footing on rock, the collision wall may extend to less than 4’-0” below the lowest surrounding grade with railroad’s concurrence. Top of footing elevations should correspond with bottom of collision wall.<br />
|-<br />
|(4) ||<br />
{|border=1 cellspacing=1 cellpadding= 1<br />
|-<br />
|Diameter of Column||2’-6”||3’-0”||≥ 3’-6”<br />
|-<br />
|Width of Collision Wall||3’-0” (**)||3’-6” (**)||2’-6” min.<br />
|-<br />
|}<br />
||&nbsp;<br />
|-<br />
|}<br />
'''*''' AREA–American Railway Engineering Association<br />
<br />
'''**''' To facilitate construction, match the back face of collision wall to the face of column.<br />
<br />
<br />
[[Image:751.31.1.7.2.jpg|center|500px]]<br />
<br />
'''Structure Over Railroad, Track on Both Sides of Bent'''<br />
<br />
These details are typical for bents with two or more columns.<br />
<br />
Column faces located within 25’-0” of the centerline of track shall meet standards specified in part 2 or Chapter 8 of the AREA Manual (*) except as modified in this article. Certain railroads have specific requirements that also must be complied with. Check the Preliminary Design Layout data. <br />
{|<br />
|-<br />
|valign="top"|(1)||For column spacing over 25’-0”, see Structural Project Managers.<br />
|-<br />
|valign="top"|(2)||6’-0” minimum for columns from 12’-0” to 25’-0” clear from the centerline of the track; 12’-0” minimum for columns less than 12’-0” clear from the centerline of the track.<br />
|-<br />
|valign="top"|(3)||In general, the collision wall shall extend to at least 4’-0” below the lowest surrounding grade. For spread footing on rock, the collision wall may extend to less than 4’-0” below the lowest surrounding grade with railroad’s concurrence. Top of footing elevations should correspond with bottom of collision wall.<br />
|}<br />
<br />
'''*''' AREA – American Railway Engineering Association<br />
<br />
<br />
<br />
[[Image:751.31.1.7.3.jpg|center|500px]]<br />
<br />
<br />
'''Structure Over Railroad, Track on One Side of Single Column Bent'''<br />
<br />
These details are typical for bents with one column.<br />
<br />
Column face located within 25’-0” of the centerline of track shall meet standards specified in part 2 or Chapter 8 of the AREA Manual (*) except as modified in this article. Certain railroads have specific requirements that also must be complied with. Check the Preliminary Design Layout data. <br />
<br />
{|<br />
|-<br />
|valign="top"|(1)||6’-0” minimum for columns from 12’-0” to 25’-0” clear from the centerline of the track; 12’-0” minimum for columns less than 12’-0” clear from the centerline of the track.<br />
|-<br />
|valign="top"|(2) ||In general, the collision wall shall extend to at least 4’-0” below the lowest surrounding grade. For spread footing on rock, the collision wall may extend to less than 4’-0” below the lowest surrounding grade with railroad’s concurrence. Top of footing elevations should correspond with bottom of collision wall.<br />
|-<br />
|valign="top"|(3)||<br />
{|border=1 cellpadding=1 cellspacing=1<br />
|-<br />
|Diameter of Column||2’-6”||3’-0”||≥ 3’-6”<br />
|-<br />
|Width of Collision Wall||3’-0” (**)||3’-6” (**)||2’-6” min.<br />
|-<br />
|}<br />
|}<br />
'''*''' AREA – American Railway Engineering Association<br />
<br />
'''**''' To facilitate construction, match the back face of collision wall to the face of column.<br />
<br />
==751.31.2 Design==<br />
===751.31.2.1 Limit States and Factors===<br />
In general, each component shall satisfy the following equation:<br />
<br />
<br />
<math>\,Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\,Q</math>|| = Total factored force effect<br />
|-<br />
|<math>\,Q_i</math>|| = Force effect<br />
|-<br />
|<math>\,\eta_i</math>|| = Load modifier<br />
|-<br />
|<math>\,\gamma_i</math>|| = Load factor<br />
|-<br />
|<math>\,\phi </math>|| = Resistance factor<br />
|-<br />
|<math>\,R_n</math>|| = Nominal resistance<br />
|-<br />
|<math>\,R_r</math>|| = Factored resistance<br />
|}<br />
<br />
'''Limit States'''<br />
<br />
The following limit states shall be considered for bent design:<br />
<br />
:''STRENGTH – I''<br />
:''STRENGTH – III''<br />
:''STRENGTH – IV''<br />
:''STRENGTH – V''<br />
:''SERVICE – I''<br />
:''EXTREME EVENT– II''<br />
<br />
<br />
See LRFD Table 3.4.1-1 and LRFD 3.4.2 for Loads and Load Factors applied at each given limit state. The minimum load factor for TU should be used in the application of temperature forces. Maximum load factor for TU is used in calculating deformations only.<br />
<br />
<br />
Service dead loads only are required for the beam cap rupture check. See [[751.31 Open Concrete Intermediate Bents#751.31.2.3 General Design Assumptions|EPG 751.31.2.3]].<br />
<br />
<br />
'''Resistance factors'''<br />
<br />
:''STRENGTH'' limit states, see ''LRFD 5.5.4.2''<br />
:For all other limit states, Ø = 1.00<br />
<br />
<br />
[[751.2_Loads#Load Modifiers|Load Modifiers]]<br />
<br />
===751.31.2.2 Loads===<br />
<br />
''Dead Loads''<br />
:Loads from stringers, girders, etc. shall be applied as concentrated loads applied at the centerline of bearing. Loads from concrete slab spans shall be applied as uniformly distributed loads.<br />
<br />
''Live Loads''<br />
:Loads from stringers, girders, etc. shall be applied as concentrated loads applied at the centerline of bearing. Dynamic load allowance (impact) should be included for the design of the beam, web supporting beam and top of columns. No dynamic load allowance should be included for bottom of column, tie beams or footing design.<br />
<br />
''Temperature and Shrinkage''<br />
:The effect of temperature and shrinkage from the superstructure shall be considered. Columns and footings shall be analyzed for moments normal to the bent due to the horizontal deflection of the top of the bent due to bearings with high friction coefficients.<br />
<br />
:The effect of temperature should be applied at the top of the substructure beam.<br />
<br />
''Buoyancy''<br />
:The effect of buoyancy should be analyzed when specified on the Design Layout or by the Structural Project Manager.<br />
<br />
''Earth Pressure''<br />
:Moments due to the equivalent fluid pressure of earth on columns and webs shall be analyzed where the ground line at the time of construction or potential changes in the ground line indicate.<br />
<br />
:Vertical earth loads on tie beams shall be applied as uniform loads for a column of earth equal to 3 times the width of the beam. The weight of earth for footing design shall be that directly above the footing, excluding that occupied by the column.<br />
<br />
:The earth load above seal course shall be considered in computing pile loads. Refer to the Pile Footings portion of the guidelines for design and dimensions of pile.<br />
<br />
:For horizontal earth loads the following shall be used:<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Horiz Earth Load Distributed to Columns.gif]]<br />
</center><br />
<br />
<br />
'''*''' A factor of 2.0 is applied to the moment to allow for the possibility of the column resisting earth pressure caused by the earth behind the column twice the column width.<br />
<br />
<center><br />
'''Horizontal Earth Load Distributed To Columns'''<br />
</center><br />
<br />
<br />
''Collision''<br />
<br />
:Collision walls are to be designed for the unequal horizontal forces from the earth pressure, if the condition exists (See Design Layout). The vertical force on the collision wall is the dead load weight of the wall (*). If a bent has three or more columns, design the steel in the top of the wall for negative moment.<br />
<br />
:(*) For footing design, the eccentric dead load moment due to an unsymmetrical collision wall shall be considered.<br />
<br />
:Columns shall be designed for collision loads as outlined in [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]]. Collision shear reinforcement may be referenced from the table in [[#751.31.3.2 Column|EPG 751.31.3.2 Column]] or shear reinforcement may be determined by design. When collision design is required, flexural effects from collision forces shall be considered for the Extreme Event II limit state. For the collision loading the column may be assumed to act as fixed-pinned with no lateral movement at the top of the column for out-of-plane bending.<br />
<br />
''Seal Course''<br />
<br />
:The weight of the seal course shall not be considered as contributing to the pile loads, except for unusual cases (See Structural Project Manager).<br />
<br />
===751.31.2.3 General Design Assumptions===<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- General Intermediate Bent Elevation.gif]]<br />
<br />
'''*''' Use only if specified on the Design Layout or as stated by the guidelines in this article.<br />
<br />
'''**''' For column spacings greater than 30'-0", tie beams are not to be used, unless the web supports the beam.<br />
<br />
<br />
'''Elevations for General Intermediate Bent'''<br />
<br />
</center><br />
''General''<br />
:The following are general design guidelines for the design of intermediate bents.<br />
<br />
:Rigid frame design is to be used for designing Intermediate Bents and Piers.<br />
<br />
:The joint between the beam and column, and web or tie beam and column, shall be assumed to be integral for all phases of design and must be analyzed for reinforcement requirements as a “Rigid Frame”.<br />
<br />
:The joint between the column and footing is assumed to be “fixed”, unless foundation flexibility needs to be considered as required by the Structural Project Manager. <br />
<div id="Beam"></div><br />
<br />
''Beam''<br />
:Beams shall be designed for vertical loads, including a dynamic load allowance (impact) and components of horizontal forces.<br />
<br />
:The gross concrete section, without contribution from reinforcement, shall not rupture under service dead loads. In addition, longitudinal reinforcement shall be distributed to control cracking at the Service-I limit state.<br />
<br />
:Fatigue design should not control the size of reinforcement in the beam. LRFD 5.5.3.2 may be ignored for open concrete intermediate bents.<br />
<br />
:The minimum reinforcement shall be such that the factored flexural resistance, Mr, is greater than or equal to the lesser of:<br />
<br />
:Minimum Tensile Reinforcement<br />
<br />
:The amount of tensile reinforcement shall be adequate to develop a factored flexural resistance, M<sub>r</sub>, at least equal to the lesser of either:<br />
<br />
::1) M<sub>cr</sub> = cracking moment &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Eq. 5.7.3.3.2-1 <br />
::2) 1.33 times the factored moment required by the applicable strength load combinations specified in LRFD Table 3.4.1-1.<br />
<br />
:Additional reinforcement is required in the sides of the beam. The following table gives adequate steel for both temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4). <br />
<br />
<center><br />
{|border=1 cellpadding=1 cellspacing= 1 style="text-align:center"<br />
|+'''Additional side reinforcement required for reinforced concrete beam caps (per face)'''<br />
|width="300"|Beam Height, H||width="400"|Number – Bar Size<br />
|-<br />
|H ≤ 36”||4 - #6<br />
|-<br />
|36” < H < 54”||5 - #6<br />
|-<br />
|54” ≤ H ≤ 72”||6 - #6<br />
|-<br />
|H > 72”||By Design (LRFD 5.7.3.4)<br />
|-<br />
|}<br />
</center><br />
<br />
''Tie Beam''<br />
:Use a tie beam when specified on the Design Layout or by the Structural Project Manager or when the unsupported height exceeds 30 feet, except as noted<br />
<br />
:Do not use tie beams on grade separations.<br />
<br />
:Do not use tie beams when column spacing exceeds 30 feet. For this situation, use a minimum column diameter of <math>\, Kl_u / 25 (K = 1.2)</math> in lieu of a tie beam.<br />
<br />
:Additional side reinforcement shall be designed for temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4).<br />
<br />
''Unsupported Height''<br />
:The unsupported height is the distance from the bottom of the beam to the top of the footing. If the distance from the ground line to the top of footing is <math>\, \ge</math> 10 feet, the unsupported height and the fixed point may be measured from the bottom of the beam to the ground line plus 1/2 the distance from the ground line to the top of the footing.<br />
<br />
:For single column intermediate bents, the column shall be considered “fixed” at the top of footing for all conditions.<br />
<div id="Columns"></div><br />
<br />
''Columns''<br />
:Use round columns for all bridges, unless otherwise specified on the Design Layout.<br />
<br />
:Tops of column shall be designed for vertical loads with consideration of dynamic load allowance (impact) and maximum components of horizontal forces. Bottom of columns do not require impact forces to be included.<br />
<br />
:The minimum area of reinforcement, A<sub>s</sub>, shall be taken as the greater of:<br />
<br />
<br />
:*<math>\, \frac{0.135A_gf'_c}{f_y}</math><br />
::::::'''LRFD 5.7.4.2'''<br />
:*<math>\, \ 0.01A_g</math><br />
<br />
<br />
<br />
:Where:<br />
<br />
<br />
:<math>\, A_g</math>= gross area of section. (in.²)<br />
<br />
<br />
:For typical columns with f’<sub>c</sub> = 3 ksi, the 1% of column gross area will control. MoDOT prefers to follow ACI 10.9 and recognize LRFD 5.7.4.2 when it would control. (The minimum area of reinforcement based on LRFD is significantly less than ACI for f’<sub>c</sub> = 3 ksi).<br />
<br />
<br />
:{|border=1 cellpadding=1 cellspacing=1 style="text-align:center"<br />
|+'''Minimum Allowable Bars for Column Reinforcement Design'''<br />
|Column Diameter||Vertical Reinforcement<br>(Assuming 1% of Column Gross Area)<br />
|-<br />
|2’-6”||9 - #8<br />
|-<br />
|3’-0”||13 - #8<br />
|-<br />
|3’-6”||18 - #8<br />
|-<br />
|4’-0”||23 - #8<br />
|-<br />
|4’-6”||29 - #8<br />
|-<br />
|5’-0”||29 - #9<br />
|-<br />
|5’-6”||35 - #9<br />
|-<br />
|6’-0”||41 - #9<br />
|-<br />
|}<br />
<br />
<br />
:The maximum reinforcement shall be limited by the following requirements:<br />
<br />
<br />
:*<math>\, \ A_s \le 0.04A_g</math> (Preferred max for seismic design.)<br />
:*<math>\, \ A_s \le 0.08A_g</math> (Absolute max, LRFD 5.7.4.2)<br />
:*Spacing limitations given in this article.<br />
<br />
<br />
<br />
<br />
:{|border=1 cellpadding=1 cellspacing=1 style="text-align:center"<br />
|+'''Maximum Allowable Number of Bars for the Given Bar Sizes'''<br />
|rowspan="2"|Column Diameter||colspan="4"|Maximum Number of Bars<br />
|-<br />
|#8||#9||#10||#11<br />
|-<br />
|2’-6”||18||18||17||15<br />
|-<br />
|3’-0”||22||22||21||18<br />
|-<br />
|3’-6”||26||26||26||22<br />
|-<br />
|4’-0”||30||30||30||25<br />
|-<br />
|4’-6”||34||34||34||29<br />
|-<br />
|5’-0”||&nbsp;||38||38||32<br />
|-<br />
|5’-6”||&nbsp;||43||42||36<br />
|-<br />
|6’-0”||&nbsp;||47||46||40<br />
|-<br />
|}<br />
<br />
:Above table is applicable for standard dowel bar arrangments, see [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.2_Column|EPG 751.31.3.2]].<br />
<br />
:A preliminary economic analysis should be conducted before determining the number of columns and column spacing. For the analysis, assume the rates for Concrete, Class 1 and Class 2 Excavation, and Piles. Omit reinforcing bars in the cost analysis.<br />
<br />
''Column Spacing''<br />
:Columns, with the exception of web supporting beam type bents, shall be spaced, to the nearest 1”, in which balanced positive and negative beam moments are produced. A positive beam moment up to 10% larger than the negative beam moment is acceptable. Strength Limit State Load Combinations shall be used to determine column spacing.<br />
<br />
:To estimate centerline-to-centerline spacing for a two column bent, use 72% of the distance from centerline of outside girder to centerline of outside girder. For a three column bent, use 44% of the centerline-to-centerline distance of outside girders.<br />
<br />
''Footings''<br />
:Footings shall be designed for vertical loads and maximum normal and parallel components of the horizontal forces.<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Elevations for Intermediate Bent with Web Beam.gif]]<br />
<br />
'''Elevations for Intermediate Bent with Web Beam'''<br />
</center><br />
<br />
'''Web Supporting Beam'''<br />
:In analysis, web beams shall be modeled as plate elements. If the ability to model a web beam as a plate element is unavailable, the following may be considered:<br />
<br />
''Simplified Model''<br />
:The web itself is made up of several tie beams (typically 4 tie beams). The moment of inertia of an individual tie beam is equal to the moment of inertia of the web in the bent’s out-of-plane direction divided by the total number of tie beams.<br />
<br />
:Any column segment which is connected to the web is treated as a prismatic member with moment of inertia in the bent’s out-of-plane direction <math>\, (I_z)</math> equal to the actual column moment of inertia in that direction, and with the moment of inertia in the bent’s in-plane direction <math>\, (I_y)</math> equal to the total moment of inertia of web in the bent’s in-plane direction divided by the total number of columns plus the moment of inertia of the column itself. The equivalent column diameter is assumed to be <math>\, \Bigg( \frac{64I_y}{\pi} \Bigg)^{0.25} </math>.<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Section Views for Intermediate Bent with Web Beam.gif]]<br />
<br />
'''Section Views for an Intermediate Bent with Web Beam'''<br />
</center><br />
<br />
In the above example, the moment of inertia of the column in the bent’s in-plane and out-of-plane directions can be calculated as:<br />
<br />
{|<br />
|-<br />
|Out-of-plane->||<math>\, I_z = \frac { \pi (3.5 \times 12)^4}{64} (in.^4 )</math><br />
|-<br />
|&nbsp;<br />
|-<br />
|In-plane->||<math>\, I_y = \frac {(2 \times (17 \times 12) \times 21^3)}{(12)(3)} + \frac { \pi (3.5 \times 12)^4}{64} (in.^4)</math><br />
|}<br />
<br />
<br />
The equivalent column diameter is then assumed to be <math>\, ( \frac{64I_y}{\pi})^{0.25} </math>. <br />
<br />
Thus, the column can be treated as a telescoping column and then the moment magnifier or P-δ slenderness effects can be calculated.<br />
<br />
Since the web is made up of 4 tie beams, the moment of inertia of the tie beams in the bent’s out-of-plane direction is:<br />
<br />
<math>\, I_z = \frac{(21 \times (10 \times 12)^3)}{(12)(4)}(in.^4)</math><br />
<br />
<br />
<br />
''Reinforcement''<br />
:Additional side reinforcement shall be designed for temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4).<br />
<br />
''Column Spacing''<br />
:Columns shall be spaced so that the negative moment in the beam over the outside columns requires a minimum beam depth of 3.0 FT. No attempt should be made to use a column spacing that produces equal positive and negative beam moments. The negative moment is to be determined at the face of the column (for round columns, check moment at the face of an equivalent area square column).<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Elevations for Intermediate Bent with Tie Beam.gif]]<br />
<br />
<br />
'''*''' Use a tie beam if specified on the Design Layout or if the design calls for one.<br />
<br />
'''**''' For column spacing > 30’, tie beams are not to be used unless the web supports the beam<br />
<br />
'''Elevations for Intermediate Bent with Tie Beam'''<br />
</center><br />
<br />
'''Change in Column Diameter'''<br />
:Use rigid frame design.<br />
<br />
:If H’ ≤ 0.5H and no tie beam is used, the design may be done assuming the entire column to have the smaller diameter. This will result in a very small error.<br />
<br />
''Columns''<br />
:Use round columns for all bridges, unless otherwise specified on the Design Layout.<br />
<br />
:Use two or more columns, as required for the more economical design.<br />
<br />
''Column Spacing''<br />
:Column spacing (to the nearest 1”) should be that which produces balanced positive and negative moments. A positive beam moment up to 10% larger than the negative beam moment is acceptable. Strength Limit State Load Combinations shall be used to determine column spacing.<br />
<br />
''Reinforcement''<br />
:Reinforcement in the beams, column and tie beams for the moments at the joints shall be based on the moment at the face of the column, beam, or tie beam (equivalent square, based on areas, for round columns).<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Elevations for Hammer Head Intermediate Bent.gif]]<br />
<br />
'''Elevations for Hammer Head Intermediate Bent'''<br />
</center><br />
<br />
'''Hammer Head Type Intermediate Bent'''<br />
<br />
:Hammer Head type intermediate bents shall be designed according to the applicable provisions listed under the design assumptions for the General intermediate bent guidelines except as follows:<br />
<br />
''Reinforcement''<br />
:Additional side reinforcement shall be designed for temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4).<br />
<br />
===751.31.2.4 Column Analysis===<br />
<br />
Refer to this article to check slenderness effects in column and the moment magnifier method of column design. See Structural Project Manager for use of P Delta Analysis.<br />
<br />
<br />
'''Transverse Reinforcement'''<br />
<br />
''Seismic Zone 1''<br />
:Columns shall be analyzed as “Tied Columns”. Unless excessive reinforcement is required, in which case spirals shall be used.<br />
<br />
<br />
'''Bi-Axial Bending'''<br />
<br />
Use the resultant of longitudinal and transverse moments.<br />
<br />
<br />
'''Slenderness effects in Columns'''<br />
<br />
The slenderness effects shall be considered when:<br />
<br />
<math>\, \ l_u \ge \frac {22r}{K}</math><br />
<br />
<br />
Where: <br />
<br />
<math>\, \ l_u</math> = unsupported length of column<br />
<br />
<math>\, \ r</math> = radius of gyration of column cross section<br />
<br />
<math>\, \ K</math> = effective length factor<br />
<br />
<br />
Effects should be investigated by using either the rigorous P-∆ analysis or the Moment Magnifier Method with consideration of bracing and non-bracing effects. Use of the moment magnifier method is limited to members with Kl<sub>u</sub>/r ≤ 100, or the diameter of a round column must be ≥ Kl<sub>u</sub>/25. A maximum value of 2.5 for moment magnifier is desirable for efficiency of design. Increase column diameter to reduce the magnifier, if necessary.<br />
<br />
When a compression member is subjected to bending in both principal directions, the effects of slenderness should be considered in each direction independently. Instead of calculating two moment magnifiers, db and ds, and performing two analyses for M<sub>2b</sub> and M<sub>2s</sub> as described in LRFD 4.5.3.2.2b, the following conservative, simplified moment magnification method in which only a moment magnifier due to sidesway, δ<sub>s</sub>, analysis is required:<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Typical Intermediate Bent.gif]]<br />
</center><br />
<br />
<center>'''Typical Intermediate Bent'''</center><br />
<br />
''General Procedure for Bending in a Principal Direction''<br />
<br />
::M<sub>c</sub> = δ<sub>s</sub>M<sub>2</sub><br />
<br />
<br />
::Where:<br />
::M<sub>c</sub> = Magnified column moment about the axis under investigation.<br />
<br />
::M<sub>2</sub> = value of larger column moment about the axis under investigation due to LRFD Load Combinations.<br />
<br />
::δ<sub>s</sub> = moment magnification factor for sidesway about the axis under investigation<br />
<br />
::<math>\, =\cfrac{C_m}{1- \cfrac{\sum P_u }{\phi_k \sum P_e }} \ge 1.0; \ C_m = 1.0 </math><br />
<br />
<br />
Where:<br />
{|style="text-align:left"<br />
|-<br />
|<math>\, \sum P_u</math> ||=||summation of individual column factored axial loads for a specific Load Combination (kip)<br />
|-<br />
|<math>\, \phi_K</math> ||=||stiffness reduction factor for concrete = 0.75<br />
|-<br />
|<math>\, \sum P_e</math>|| =||summation of individual column Euler buckling loads<br />
|-<br />
|}<br />
<br />
<br />
<br />
<math>\, =\sum {\frac{\pi^2 \ EI}{\left( \ Kl_u \right)^2}}</math><br />
<br />
Where:<br />
<br />
<math>\, \ K</math> = effective length factor = 1.2 min. (see the following figure showing boundary conditions for columns)<br />
<br />
<math>\, \ l_u</math> = unsupported lenth of column (in.)<br />
<br />
<br />
<br />
<math>\, \ EI = \cfrac{{E_cI_g}{/2.5}}{1+\beta_d}</math><br />
<br />
Where:<br />
<br />
<math>\, \ E_c</math>= concrete modulus of elasticity as defined in [[751.31 Open Concrete Intermediate Bents#751.31.1.1 Material Properties|EPG 751.31.1.1]] (ksi)<br />
<br />
<math>\, \ I_g</math>= moment of inertia of gross concrete section about the axis under investigation <math>\, (in^4)</math><br />
<br />
<math>\, \beta_d</math>= ratio of maximum factored permanent load moments to maximum factored total load moment: always positive<br />
<br />
<br />
<br />
''Column Moment Parallel to Bent In-Plane Direction''<br />
<br />
<math>M_{cy}= \delta_{sy}M_{2y}</math><br />
<br />
<math>l_{uy}</math>= top of footing to top of beam cap<br />
<br />
<br />
<br />
''Column Moment Normal to Bent In-Plane Direction''<br />
<br />
<math>M_{cz}= \delta_{sz}M_{2z}</math><br />
<br />
<math>l_{uz}</math> = top of footing to bottom of beam cap or tie beam and/or top of tie beam to bottom of beam cap<br />
<br />
<center><br />
{|<br />
|-<br />
|Out-of-plane bending<br>Non-integral Bent||[[Image:751.31 Open Concrete Int Bents and Piers- Boundary Conditions for columns-Top Image.gif]]||Out-of-plane bending<br>Integral Bent<br />
|-<br />
|In-plane bending||[[Image:751.31 Open Concrete Int Bents and Piers- Boundary Conditions for columns-Bottom Image.gif]]||&nbsp;<br />
|-<br />
|}<br />
<br />
'''Boundary Conditions for Columns'''<br />
<br />
<br />
For telescoping columns, the equivalent moment of inertia, <i>I</i>, and equivalent effective length factor, <i>K</i>, can be estimated as follows:<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Telescoping Columns.gif]]<br />
<br />
'''Telescoping Columns'''<br />
</center><br />
<br />
<br />
<br />
<math>\, \ I = \frac {\sum \left(l_n I_n \right)}{L}</math><br />
<br />
<br />
Where:<br />
<br />
<math>\, l_n</math>= length of column segment <math>\, n</math><br />
<br />
<math>\, I_n</math>= moment of inertia of column segment <math>\, n</math><br />
<br />
<math>\, L</math>= total length of telescoping column<br />
<br />
<br />
'''Equivalent Effective Length Factor'''<br />
<br />
<math>\, \ K =\sqrt \frac{\pi^2EI}{P_cL^2}</math><br />
<br />
<br />
Where:<br />
<br />
<math>\, E</math> = modulus of elasticity of column<br />
<br />
<math>\, I</math> = equivalent moment of inertia of column<br />
<br />
<math>\,L</math> = total length of telescoping column<br />
<br />
<math>\, P_c</math> =elastic buckling load solved from the equations given by the following boundary conditions:<br />
<br />
<center><br />
''Fixed- Fixed Condition''<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Columns Fixed-Fixed Condition.gif]]<br />
<br />
<br />
<math>\, \left(a_1 + a_2 \right) \bigg[ \left(d_1 + d_2 \right) - P_c \Big( \frac{1}{l_1} + \frac{1}{l_2} \Big) \bigg]- \left(c_1 - c_2 \right)^2 = 0</math><br />
<br />
<br />
<br />
{|<br />
|-<br />
|<math>\, a_1</math>||<math>\, = \frac{4EI_1}{l_1}</math>||width="100"|&nbsp;||<math>\, a_2</math>||<math>\, =\frac{4EI_2}{l_2}</math><br />
|-<br />
|<math>\, c_1</math>||<math>\, = \frac{6EI_1}{{l_1}^2}</math>||&nbsp;||<math>\, c_2</math>||<math>\, =\frac{6EI_2}{{l_2}^2}</math><br />
|-<br />
|<math>\, d_1</math>||<math>\, = \frac{12EI_1}{{l_1}^3}</math>||&nbsp;||<math>\, d_2</math>||<math>\, = \frac{12EI_2}{{l_2}^3}</math><br />
|-<br />
|}<br />
<br />
<br />
<br />
''Hinged-Fixed Condition''<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Columns Hinged-Fixed Condition.gif]]<br />
</center><br />
<br />
<br />
{|align="center"<br />
|-<br />
|<math>\, \left(a_2 \right) \left(a_1 + a_2 \right) \bigg[ \left(d_1 + d_2 \right) - P_c \Big( \frac{1}{l_1} + \frac{1}{l_2} \Big) \bigg]- \left(2b_2c_2 \right) \left(c_2 - c_1 \right) </math><br />
|-<br />
|<math>- \left(b_2 \right)^2 \bigg[ \left(d_1 + d_2 \right) - P_c \Big( \frac{1}{l_1} + \frac{1}{l_2} \Big) \bigg]- \left(a_2 \right) \left(c_2 - c_1 \right)^2</math><br />
|-<br />
|<math>- \left(c_2 \right)^2 \left(a_2 + a_1 \right) = 0 </math><br />
|}<br />
<br />
<br />
Where:<br />
{|<br />
|-<br />
|<math>\, b_1</math>||<math>\, = \frac{2EI_1}{l_1}</math>||width="100"|&nbsp;||<math>\, b_2</math>||<math>\, =\frac{2EI_2}{l_2}</math><br />
|-<br />
|}<br />
<br />
<math>\, a_1, a_2, c_1, c_2, d_1,</math> and <math>\, d_2</math> are defined in the previous equations.<br />
<br />
<br />
<center><br />
<br />
''Fixed-Fixed with Lateral Movement Condition''<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Fixed-Fixed Lateral Movement Condition.gif]]<br />
</center><br />
<br />
<br />
{|align="center"<br />
|-<br />
|<math>\, \bigg[(d_1 + d_2) - \frac{(c_2 - c_1)^2}{a_1 + a_2} - P_c \Bigg( \frac{1}{l_1} + \frac{1}{l_2} \Bigg) \bigg] \bigg[d_2 - \frac{{c_2}^2}{a_1 + a_2} - P_c \Bigg(\frac {1}{l_2} \Bigg) \Bigg]</math><br />
|-<br />
|<math>- \Bigg[(-d_2) + \frac{c_2 (c_2 - c_1)}{a_1 + a_2} + P_c \Bigg(\frac{1}{l_2} \Bigg) \Bigg]^2 = 0</math><br />
|}<br />
<br />
Where:<br />
<br />
<math>\, a_1, a_2, b_1, b_2, c_1, c_2, d_1,</math> and <math>\, d_2</math> are defined in the previous equations.<br />
<br />
<br />
<center><br />
''Fixed-Free with Lateral Movement Condition''<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Fixed-Free Lateral Movement Condition.gif]]<br />
<br />
</center><br />
<br />
<br />
{|align="center"<br />
|-<br />
|<math>\, \Bigg[ (d_1 + d_2) - P_c \Bigg( \frac{1}{l_1} + \frac{1}{l_2} \Bigg) - \frac{A_1}{\beta} \Bigg] \Bigg[ d_2 - \frac{P_c}{l_2} - \frac{A_3}{\beta} \Bigg]</math><br />
|-<br />
|<math>\, - \Bigg[(-d_2) + \frac{P_c}{l_2} - \frac{A_2}{\beta} \Bigg]^2 = 0</math><br />
|}<br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \beta</math>|| <math>\, = (a_2)(a_1 + a_2) - ( b_2)^2</math><br />
|-<br />
|<math>\, A_1</math>|| <math>\, = (c_1 - c_2)[a_2(c_1 - c_2) + (b_2c_2)] + (c_2)[b_2(c_1 - c_2) + (c_2)(a_1 + a_2)]</math><br />
|-<br />
|<math>\, A_2</math>|| <math>\, = (c_1 - c_2)[(a_2c_2) - (b_2c_2)] + (c_2)[(b_2c_2) - (c_2)(a_1 + a_2)]</math><br />
|-<br />
|<math>\, A_3</math>|| <math>\, = (c_2)[(a_2c_2) - (2b_2c_2) + (c_2)(a_1 + a_2)]</math><br />
|-<br />
|colspan="2"|&nbsp;<br />
|-<br />
|colspan="2"|<math>\, a_1, a_2, b_1, b_2, c_1, c_2, d_1,</math> and <math>\, d_2</math> are defined in the previous equations.<br />
<br />
===751.31.2.5 Column Charts===<br />
<center><br />
{|<br />
|-<br />
|<math>\, f'c </math>|| = 3 ksi||width="50"|&nbsp;||rowspan="4"|[[Image:751.31 Open Concrete Int Bents and Piers-Design-Column Charts Plan View.gif]]<br />
|-<br />
|<math>\, f_y </math>|| = 60 ksi||&nbsp;||<br />
|-<br />
|<math>\, \phi_c </math>|| = 0.75||&nbsp;||<br />
|-<br />
|<math>\, \phi_b </math>|| = 0.9||&nbsp;||<br />
|-<br />
|}<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-1.gif]]<br />
</center><br />
<br />
Note: The axial-moment interaction curves shown throughout this section represent 1% vertical reinforcement and maximum reinforcement allowed as given in LRFD.<br />
<br />
<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-2.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-3.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-4.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-5.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-6.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-7.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-8.gif]]<br />
</center><br />
<br />
==751.31.3 Reinforcement==<br />
<br />
===751.31.3.1 Beam Cap===<br />
<br />
[[Image:751.31.1.3.1-01-2024.png|center|700px]]<br />
<br />
[[Image:751.31.1.3.1.2.jpg|center|800px]]<br />
<br />
[[Image:751.31.1.3.1.3.jpg|center|350px]]<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
<br />
See [https://epg.modot.org/index.php/751.13_Expansion_Devices#751.13.1.4_Details_of_Substructure_Protection EPG 751.13.1.4] for details of protective coating and sloping top of beam to drain when below an expansion device.<br />
<br />
===751.31.3.2 Column===<br />
<br />
[[Image:751.31.1.3.2.1.jpg|center|700px]]<br />
<br />
{|<br />
|-<br />
|valign="top"|'''*'''||Use alternate detail only with approval of Structural Project Manager and then design column reinforcement using the smaller ring diameter.<br />
|-<br />
|A||= 4 1/2” minimum spacing center-to-center.<br />
|-<br />
|B||= 2” clear spacing for bar sizes thru #10.<br />
|-<br />
| ||= 2 1/2” clear spacing for bar sizes #11 and #14. <br />
|-<br />
| ||= 3 1/2” clear spacing for bar size #18.<br />
|}<br />
<br />
<br />
[[Image:751.31.1.3.2.2.jpg|center|350px]]<br />
<br />
::Lap splices for closed circular ties shall be provided and staggered in accordance with LRFD 5.10.6.3. Lap length of 1.3 '''l'''<sub>d</sub> (or Class B) for closed stirrup/ties shall be provided in accordance with LRFD 5.11.2.6.4. <br />
<br />
::Lap length for #4 stirrup bars (4” min. spacing, f’c = 3 ksi, and clear cover = 1½”) equals 29” for uncoated bars and 34” for epoxy coated bars. <br />
<br />
::For lap length for other scenarios, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8 Development and Lap Splices|EPG 751.5.9.2.8 Development and Lap Splices]]. <br />
<br />
<center><br />
'''Collision Shear Reinforcement<sup>1</sup> '''<br />
{|border="1" cellspacing="1" cellpadding="1" style="text-align:center"<br />
|-<br />
!rowspan="2"|Column Diameter!!rowspan="2"|Minimum Reinforcement<sup>2,3</sup>!!colspan="2"|Minimum Lap Splice<br />
|-<br />
!Uncoated<br/>(f’c = 3ksi)<br/>(Cl. = 1½”)!!Epoxy Coated<br/>(f’c = 3ksi)<br/>(Cl. = 1½”)<br />
|-<br />
|3’-0”||By Design||NA||NA<br />
|-<br />
|3’-6”||By Design||NA||NA<br />
|-<br />
|4’-0”|| #6 @ 5”||43”||51”<br />
|-<br />
|4’-6”|| #5 @ 5”||36”||43”<br />
|-<br />
|5’-0”|| #4 @ 5”||29”||34”<br />
|-<br />
|5’-6”|| #4 @ 10”||29”||34”<br />
|-<br />
|6’-0”|| #4 @ 12”||29”||34”<br />
|-<br />
|colspan="4" align=left width="800"|'''<sup>1</sup>''' See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] to determine if a pier requires design for collision loads. <br/>'''<sup>2</sup>''' Design assumptions:<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• Vu = 600 k, Pu = 0 k, Mu = 0 k-ft<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• f’c = 3 ksi, fy = 60 ksi, 1.5” clear cover<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• Shear resistance factor = 1.0<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• Minimum longitudinal reinforcement per [[#751.31.2.3 General Design Assumptions|EPG 751.31.2.3 General Design Assumptions]]<br/>'''<sup>3</sup>''' The shear reinforcement tabulated is adequate for collision but may not be adequate for other design checks. For example, columns greater than 5’-0” require more stirrups to meet min reinforcement. Lesser reinforcement values may be used by design. Design is required for 3’-0” and 3’-6” columns because the design criteria used for the table requires double stirrups which is not common practice.<br />
|}<br />
</center><br />
::Columns shall be reinforced using stirrup ties, unless excessive reinforcement is required, in which case spirals shall be used.<br />
<br />
::Show spiral details of [[751.9 LFD Seismic#Fig. 751.9.3.1.7.4|Fig. 751.9.3.1.7.4]] on the bridge plans if spirals are used for bridge in non-seismic area. Anchorage of spiral reinforcement shall be provided by 1 ½ extra turns of spiral reinforcement at each end of the spiral unit.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[Image:751.31.3.2.3 part elev.jpg|left|375px]]||valign="center"|(1) Location 2 development length.<br/><br/>(2) Check clearance to concrete piles.<br/><br/>See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br/><br/>See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
|}<br />
<br />
===751.31.3.3 Web Beam===<br />
<br />
[[Image:751.31.3.3.1.jpg|center|800px]]<br />
<br />
[[Image:751.31.3.3.2.jpg|left|275px]]<br />
<br />
(1) L/4 + d, but not less than theoretical cut-off + development length.<br />
:: L = span between columns<br />
:: d = distance from compression face to centroid of tension steel <br />
<br />
(2) Location 2 development length, 4” to 12” spacing, 1½” clear, f'c = 3 ksi:<br />
:: 17" (uncoated #4), 20" (epoxy coated #4)<br />
:: 21" (uncoated #5), 32" (epoxy coated #5)<br />
<br />
(3) Location 1 development length, f'c = 3 ksi: <br />
:: 22" (uncoated #4), 26" (epoxy coated #4)<br />
:: 28" (uncoated #5), 33" (epoxy coated #5)<br />
<br />
(4) Location 2 development length. <br />
<br />
(5) Location 2 Class B lap splice.<br />
<br />
(6) Maximum spacing shall be 6" or 1/5 development length for noncontact lap splice.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or for lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
<br />
<br />
<br />
===751.31.3.4 Tie Beam===<br />
[[Image:751.31.3.4.1.jpg|center|800px]]<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[Image:751.31.3.4.2.jpg|left|275px]]||(1) Location 1 development length, f'c = 3 ksi: <br/>22" (uncoated #4), 26" (epoxy coated #4)<br/>28" (uncoated #5), 33" (epoxy coated #5)<br/>(2) Location 1 development length.<br/>(3) Location 2 development length.<br/>(4) Location 2 Class B lap splice.<br/>(5) If depth of tie beam exceeds 1/2 column spacing, use pairs of U-shaped bars.<br/>(6) Maximum spacing shall be 6" or 1/5 development length for noncontact lap splice.<br/><br/><br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or for lengths for scenarios other than those shown. Provide standard hooks if required.<br/><br/>See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
|}<br />
<br />
===751.31.3.5 Hammer Head Type===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|valign="center| [[image:751.31.3.5-01-2024.png|center|350px]]||valign="center|[[Image:751.31.3.5.2.jpg|center|275px]]<br />
|-<br />
|valign="center|[[Image:751.31.3.5.3.jpg|center|350px]]||valign="center|[[Image:751.31.3.5.4.jpg|center|230px]]<br />
|}<br />
:(1) #4 @ 12” cts. (Min.)<br />
::: #6 (Dbl.) @ 6” cts. (Max.)<br />
:::Minimum spacing of 5” for single stirrups and 6” for double stirrups<br />
:::Maximum spacing of 12”<br />
:::All stirrups in the beam shall be the same bar size.<br />
:::Locate #4 bars (Π) under bearings if required (not required for P/S double-tee girders).<br />
<br />
:(2) Hook bars if cantilever is less than the required Location 1 development length.<br />
<br />
:(3) Location 2 development length.<br />
<br />
:(4) Location 2 Class B lap splice, f'c = 3 ksi:<br />
:::38" (uncoated #7), 57" (epoxy coated #7) <br />
<br />
:(5) Location 1 Class B lap splice, f'c = 3 ksi:<br />
:::29" (uncoated #4), 34" (epoxy coated #4)<br />
<br />
:(6) See EPG 751.2.2.6 and 751.31.2.2 for collision requirements.<br />
<br />
:(7) See LRFD 5.10.6.3 for tie requirements.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or for lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
<br />
===751.31.3.6 Collision Wall===<br />
[[Image:751.31.3.5.6.jpg|center|700px]]<br />
<br />
See [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]].<br />
<br />
'''*''' Design and use negative moment reinforcement for bents with three or more columns (5-#6 bars minimum).<br />
<br />
Reinforcement shown is in addition to column reinforcement.<br />
<br />
Bent with two columns is shown, single column bent and bent with three or more columns are similar.<br />
<br />
==751.31.4 Details==<br />
<br />
===751.31.4.1 Construction Joints and Keys===<br />
<center><br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Const Jt and Keys Part Elev.gif]]<br />
<br />
PART ELEVATION<br />
<br />
</center><br />
<br />
'''*''' Optional Construction Joints in bearing beam and tie beam:<br>When the total length of bearing beam exceeds 60'-0", show a keyed construction joint at or near a 1/4 point between columns in the bearing beam and tie beam. Unless required by design or stage construction, this construction joint shall be shown as optional on the plans and may be eliminated at the contractor's discretion.<br />
<br />
For column height greater than 35'-0" with no tie beam or collision wall, place the construction joint at approximately the mid-point of the column height.<br />
<br />
<center><br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Const Jt and Keys Muti-column elevations.gif]]<br />
<br />
{|<br />
|-<br />
|[[Image:751.31 Open Concrete Int Bents and Piers- Details- Const Jt and Keys Hammer Head.gif]]||style="text-align:left"|Note:<br>Use a keyed const. joint in the tie beam and bearing beam when the length of bearing beam exceeds 60'-0". (At or near the 1/4 point between columns.)<br />
|-<br />
|}<br />
</center><br />
<br />
===751.31.4.2 Optional Section for Column-Web Beam Joint===<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Optional Section for Column- Web Beam Joint- Elevations.gif]]<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Optional Section for Column- Web Beam Joint- Plan.gif]]<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Optional Section for Column- Web Beam Joint- Detail A.gif]]<br />
<br />
{|border="1" cellspacing="1" cellpadding="1" style="text-align:center"<br />
|-<br />
|D, Column Diameter (inch)||width="40"|42||width="40"|48||width="40"|54||width="40"|60||width="40"|66||width="40"|72<br />
|-<br />
|Width of Tie Beam (inch)||21||24||27||30||33||36<br />
|-<br />
|Width of Web Beam (inch)||21||24||27||30||33||36<br />
|-<br />
|a (inch)||9||10||11 1/2|| 12 1/2||14|| 15<br />
|-<br />
|b (inch)||10 1/2||12||13 1/2||15||16 1/2||18<br />
|-<br />
|}<br />
<br />
</center><br />
Place the following note on plans when using Optional Section A- A.<br />
<br />
Note:<br />
<br />
At the contractor’s option, the details shown in Optional Section A-A may be used for Column-Web Beam or Tie Beam at Intermediate Bent No._. No addtional payment will be made for this substitution.<br />
<br />
'''*''' Bent with two columns is shown, bents with three or more columns are similar.<br />
<br />
===751.31.4.3 Substructure Beam Overhang===<br />
<br />
<center><br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Dimensions- Substructure Beam Overhang- Part Elevation.gif]]<br />
<br />
PART ELEVATION<br />
</center><br />
<br />
'''*''' Slope 1/8" per foot for drainage.<br />
<br />
'''**''' When substructure beam extends beyond the slab as shown, slope end of beam to drain water.<br />
<br />
===751.31.4.4 Closed Concrete Intermediate Diaphragms===<br />
<br />
See [[751.22 P/S Concrete I Girders#751.22.3.7.4 Bent Details|EPG 751.22.3.7.4 Bent Details]] for intermediate bent details required for closed concrete intermediate diaphragms.<br />
<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.31_Open_Concrete_Intermediate_Bents&diff=53596751.31 Open Concrete Intermediate Bents2024-03-21T17:06:28Z<p>Hoskir: /* 751.31.3.1 Beam Cap */ updated per RR3851</p>
<hr />
<div>==751.31.1 General==<br />
===751.31.1.1 Material Properties===<br />
'''Concrete'''<br />
<br />
Intermediate bents on pile cap footings, spread footings or drilled shafts, or pile cap intermediate bents shall consist of: <br />
<br />
:Class B Concrete (Substructure) ''f'<sub>c</sub> ''= 3.0 ksi <br />
<br />
:''n'' = 10<br />
<br />
:In special cases when stronger concrete is necessary for design, Class B-1 (''n'' = 8) may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings). (Consult with the Structural Project Manager or Structural Liaison Engineer.)<br />
<br />
<br />
The following equations shall apply to both concrete classes:<br />
<br />
Modulus of elasticity,<br />
::::::<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math> <br />
<br />
Where:<br />
<br />
:f'<sub>c</sub> in ksi<br />
:w<sub>c</sub> = unit weight of nonreinforced concrete = 0.145 kcf<br />
:K<sub>1</sub> = correction factor for source of aggregate<br />
::= 1.0 unless determined by physical testing<br />
<br />
<br />
Modulus of rupture,<br />
::::::<math> f_r \ = \ 0.24 \sqrt{f'_{c}}</math> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 5.4.2.6<br />
<br />
Where:<br />
:f'<sub>c</sub> is in ksi<br />
<br />
<br />
'''Reinforcing Steel'''<br />
{|<br />
|-<br />
|Minimum yield strength, ||<math>\, \ f_y = </math>60.0 ksi<br />
|-<br />
|Steel modulus of elasticity,||<math>\, \ E_s = </math>29000 ksi<br />
|-<br />
|}<br />
<br />
===751.31.1.2 Rigid Frame- No Tie or Web Beam===<br />
<br />
[[Image:751.31.1.2.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D = Column diameter. 2’-6” minimum. Use 3’-0” minimum when the beam depth exceeds 3’-6”. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with no limit. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations. Use construction joint in column when H exceeds 35’-0”.<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.3 Web Beam – Web Supporting Beam===<br />
<br />
[[Image:751.31.1.3 2019.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D = Column diameter. 3’-0” minimum. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with 35'-0" maximum. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations. <br />
<br />
Webs<br />
:T = Web thickness. For a 3’-0” column diameter, use T = column diameter. For column diameters ≥ 3’-6”, use T = 0.5 x (column diameter).<br />
:H' = See bottom elevations of web given on the Design Layout.<br />
<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.4 Tie Beam===<br />
[[Image:751.31.1.4.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D = Column diameter. 3’-0” minimum. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with 30'-0" maximum. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations. <br />
<br />
Tie Beam<br />
:T = Tie beam thickness. Minimum T = 0.5 x (column diameter).<br />
:H' = See bottom elevations of tie beam given on the Design Layout. Minimum H' = 2 x T (round to the next foot higher).<br />
<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.5 Tie Beam with Change in Column Diameter===<br />
<br />
[[Image:751.31.1.5.jpg|center|450px]]<br />
<br />
Beam<br />
<br />
:A = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
::nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
::column diameter + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column diameter. (3” increments) (*)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:D1 = Column diameter. 3’-0” minimum. (6” increments)<br />
<br />
:D2 = Column diameter, Minimum of (D1 + 6”). Check lap of vertical reinforcement required. See Structural Project Manager.<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
::1) Beam width controlled by superstructure requirements<br />
<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math>3” ≤ D' ≤ 15”<br />
<br />
:L = Spacing as determined by design, with a 30’-0” maximum with tie beams and no limit without tie beams. (1” increments)<br />
<br />
:G = Overhang as determined by design, with no limits.<br />
<br />
:H = Column height as required by grade and footing elevations.<br />
:H' = Approximately 0.5 x H. Top of tie beam should be at the same elevation as the top of the larger diameter columns in order to <br />
::minimize the number of construction joints. Top of tie beam may be located on the Design Layout.<br />
<br />
<br />
Tie Beam<br />
:I = Depth as required by design. Minimum of 3’-0” (3” increments).<br />
:J = Width as required by design. Minimum of (0.5 x D1).<br />
<br />
<br />
<br />
:NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.6 Hammer Head Type===<br />
<br />
[[Image:751.31.1.6.jpg|center|450px]]<br />
<br />
Beam<br />
:L = Length to be determined by the superstructure requirements or the [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, to the <br />
:nearest 1”. Use square ends.<br />
<br />
:B = Width to be determined by the minimum of: superstructure requirements, [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria, or <br />
:column width + 6”. (6” increments) (*)<br />
<br />
:C = Depth as required by design. 2’-6” minimum and no less than the column width. (3” increments) (*)<br />
<br />
:E = Depth as required by design (see “F”)<br />
<br />
:F = Angle as required by design (20° maximum)<br />
<br />
:'''*''' Ratio of beam width to beam depth, B/C, shall be ≤ 1.25<br />
<br />
Columns<br />
<br />
:A = Length as required by design, approximately L/3. Use round ends for column.<br />
<br />
:D = Width as required by design with a minimum of 2’-6”. (6” increments)<br />
<br />
:D' = Beam width overhang. Controlled by one of the following:<br />
<br />
::1) Beam width controlled by superstructure requirements<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 6”<br />
<br />
::2) Beam width controlled by [[751.9 LFD Seismic#751.9.2.3 Minimum Support Length|minimum support length]] required for earthquake criteria.<br />
:::<math>\, \Rightarrow</math> 3” ≤ D' ≤ 15”<br />
<br />
<br />
<br />
NOTE: Try to keep columns and beams the same size where possible for economy of construction.<br />
<br />
===751.31.1.7 Collision Walls===<br />
<br />
[[Image:751.31.1.7.1.jpg|center|500px]]<br />
<br />
'''Structure Over Railroad, Track on One Side of Bent'''<br />
<br />
These details are typical for bents with two or more columns.<br />
<br />
Column faces located within 25’-0” of the centerline of track shall meet standards specified in part 2 or Chapter 8 of the AREA Manual (*) except as modified in this article. Certain railroads have specific requirements that also must be complied with. Check the Preliminary Design Layout data. <br />
:<br />
{|<br />
|-<br />
|valign="top"|(1)||colspan=2|For column spacing over 25’-0”, see Structural Project Managers.<br />
|-<br />
|valign="top"|(2)||colspan=2|6’-0” minimum for columns from 12’-0” to 25’-0” clear from the centerline of the track; 12’-0” minimum for columns less than 12’-0” clear from the centerline of the track.<br />
|-<br />
|valign="top"|(3)||colspan=2|In general, the collision wall shall extend to at least 4’-0” below the lowest surrounding grade. For spread footing on rock, the collision wall may extend to less than 4’-0” below the lowest surrounding grade with railroad’s concurrence. Top of footing elevations should correspond with bottom of collision wall.<br />
|-<br />
|(4) ||<br />
{|border=1 cellspacing=1 cellpadding= 1<br />
|-<br />
|Diameter of Column||2’-6”||3’-0”||≥ 3’-6”<br />
|-<br />
|Width of Collision Wall||3’-0” (**)||3’-6” (**)||2’-6” min.<br />
|-<br />
|}<br />
||&nbsp;<br />
|-<br />
|}<br />
'''*''' AREA–American Railway Engineering Association<br />
<br />
'''**''' To facilitate construction, match the back face of collision wall to the face of column.<br />
<br />
<br />
[[Image:751.31.1.7.2.jpg|center|500px]]<br />
<br />
'''Structure Over Railroad, Track on Both Sides of Bent'''<br />
<br />
These details are typical for bents with two or more columns.<br />
<br />
Column faces located within 25’-0” of the centerline of track shall meet standards specified in part 2 or Chapter 8 of the AREA Manual (*) except as modified in this article. Certain railroads have specific requirements that also must be complied with. Check the Preliminary Design Layout data. <br />
{|<br />
|-<br />
|valign="top"|(1)||For column spacing over 25’-0”, see Structural Project Managers.<br />
|-<br />
|valign="top"|(2)||6’-0” minimum for columns from 12’-0” to 25’-0” clear from the centerline of the track; 12’-0” minimum for columns less than 12’-0” clear from the centerline of the track.<br />
|-<br />
|valign="top"|(3)||In general, the collision wall shall extend to at least 4’-0” below the lowest surrounding grade. For spread footing on rock, the collision wall may extend to less than 4’-0” below the lowest surrounding grade with railroad’s concurrence. Top of footing elevations should correspond with bottom of collision wall.<br />
|}<br />
<br />
'''*''' AREA – American Railway Engineering Association<br />
<br />
<br />
<br />
[[Image:751.31.1.7.3.jpg|center|500px]]<br />
<br />
<br />
'''Structure Over Railroad, Track on One Side of Single Column Bent'''<br />
<br />
These details are typical for bents with one column.<br />
<br />
Column face located within 25’-0” of the centerline of track shall meet standards specified in part 2 or Chapter 8 of the AREA Manual (*) except as modified in this article. Certain railroads have specific requirements that also must be complied with. Check the Preliminary Design Layout data. <br />
<br />
{|<br />
|-<br />
|valign="top"|(1)||6’-0” minimum for columns from 12’-0” to 25’-0” clear from the centerline of the track; 12’-0” minimum for columns less than 12’-0” clear from the centerline of the track.<br />
|-<br />
|valign="top"|(2) ||In general, the collision wall shall extend to at least 4’-0” below the lowest surrounding grade. For spread footing on rock, the collision wall may extend to less than 4’-0” below the lowest surrounding grade with railroad’s concurrence. Top of footing elevations should correspond with bottom of collision wall.<br />
|-<br />
|valign="top"|(3)||<br />
{|border=1 cellpadding=1 cellspacing=1<br />
|-<br />
|Diameter of Column||2’-6”||3’-0”||≥ 3’-6”<br />
|-<br />
|Width of Collision Wall||3’-0” (**)||3’-6” (**)||2’-6” min.<br />
|-<br />
|}<br />
|}<br />
'''*''' AREA – American Railway Engineering Association<br />
<br />
'''**''' To facilitate construction, match the back face of collision wall to the face of column.<br />
<br />
==751.31.2 Design==<br />
===751.31.2.1 Limit States and Factors===<br />
In general, each component shall satisfy the following equation:<br />
<br />
<br />
<math>\,Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math><br />
<br />
<br />
Where:<br />
{|<br />
|<math>\,Q</math>|| = Total factored force effect<br />
|-<br />
|<math>\,Q_i</math>|| = Force effect<br />
|-<br />
|<math>\,\eta_i</math>|| = Load modifier<br />
|-<br />
|<math>\,\gamma_i</math>|| = Load factor<br />
|-<br />
|<math>\,\phi </math>|| = Resistance factor<br />
|-<br />
|<math>\,R_n</math>|| = Nominal resistance<br />
|-<br />
|<math>\,R_r</math>|| = Factored resistance<br />
|}<br />
<br />
'''Limit States'''<br />
<br />
The following limit states shall be considered for bent design:<br />
<br />
:''STRENGTH – I''<br />
:''STRENGTH – III''<br />
:''STRENGTH – IV''<br />
:''STRENGTH – V''<br />
:''SERVICE – I''<br />
:''EXTREME EVENT– II''<br />
<br />
<br />
See LRFD Table 3.4.1-1 and LRFD 3.4.2 for Loads and Load Factors applied at each given limit state. The minimum load factor for TU should be used in the application of temperature forces. Maximum load factor for TU is used in calculating deformations only.<br />
<br />
<br />
Service dead loads only are required for the beam cap rupture check. See [[751.31 Open Concrete Intermediate Bents#751.31.2.3 General Design Assumptions|EPG 751.31.2.3]].<br />
<br />
<br />
'''Resistance factors'''<br />
<br />
:''STRENGTH'' limit states, see ''LRFD 5.5.4.2''<br />
:For all other limit states, Ø = 1.00<br />
<br />
<br />
[[751.2_Loads#Load Modifiers|Load Modifiers]]<br />
<br />
===751.31.2.2 Loads===<br />
<br />
''Dead Loads''<br />
:Loads from stringers, girders, etc. shall be applied as concentrated loads applied at the centerline of bearing. Loads from concrete slab spans shall be applied as uniformly distributed loads.<br />
<br />
''Live Loads''<br />
:Loads from stringers, girders, etc. shall be applied as concentrated loads applied at the centerline of bearing. Dynamic load allowance (impact) should be included for the design of the beam, web supporting beam and top of columns. No dynamic load allowance should be included for bottom of column, tie beams or footing design.<br />
<br />
''Temperature and Shrinkage''<br />
:The effect of temperature and shrinkage from the superstructure shall be considered. Columns and footings shall be analyzed for moments normal to the bent due to the horizontal deflection of the top of the bent due to bearings with high friction coefficients.<br />
<br />
:The effect of temperature should be applied at the top of the substructure beam.<br />
<br />
''Buoyancy''<br />
:The effect of buoyancy should be analyzed when specified on the Design Layout or by the Structural Project Manager.<br />
<br />
''Earth Pressure''<br />
:Moments due to the equivalent fluid pressure of earth on columns and webs shall be analyzed where the ground line at the time of construction or potential changes in the ground line indicate.<br />
<br />
:Vertical earth loads on tie beams shall be applied as uniform loads for a column of earth equal to 3 times the width of the beam. The weight of earth for footing design shall be that directly above the footing, excluding that occupied by the column.<br />
<br />
:The earth load above seal course shall be considered in computing pile loads. Refer to the Pile Footings portion of the guidelines for design and dimensions of pile.<br />
<br />
:For horizontal earth loads the following shall be used:<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Horiz Earth Load Distributed to Columns.gif]]<br />
</center><br />
<br />
<br />
'''*''' A factor of 2.0 is applied to the moment to allow for the possibility of the column resisting earth pressure caused by the earth behind the column twice the column width.<br />
<br />
<center><br />
'''Horizontal Earth Load Distributed To Columns'''<br />
</center><br />
<br />
<br />
''Collision''<br />
<br />
:Collision walls are to be designed for the unequal horizontal forces from the earth pressure, if the condition exists (See Design Layout). The vertical force on the collision wall is the dead load weight of the wall (*). If a bent has three or more columns, design the steel in the top of the wall for negative moment.<br />
<br />
:(*) For footing design, the eccentric dead load moment due to an unsymmetrical collision wall shall be considered.<br />
<br />
:Columns shall be designed for collision loads as outlined in [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]]. Collision shear reinforcement may be referenced from the table in [[#751.31.3.2 Column|EPG 751.31.3.2 Column]] or shear reinforcement may be determined by design. When collision design is required, flexural effects from collision forces shall be considered for the Extreme Event II limit state. For the collision loading the column may be assumed to act as fixed-pinned with no lateral movement at the top of the column for out-of-plane bending.<br />
<br />
''Seal Course''<br />
<br />
:The weight of the seal course shall not be considered as contributing to the pile loads, except for unusual cases (See Structural Project Manager).<br />
<br />
===751.31.2.3 General Design Assumptions===<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- General Intermediate Bent Elevation.gif]]<br />
<br />
'''*''' Use only if specified on the Design Layout or as stated by the guidelines in this article.<br />
<br />
'''**''' For column spacings greater than 30'-0", tie beams are not to be used, unless the web supports the beam.<br />
<br />
<br />
'''Elevations for General Intermediate Bent'''<br />
<br />
</center><br />
''General''<br />
:The following are general design guidelines for the design of intermediate bents.<br />
<br />
:Rigid frame design is to be used for designing Intermediate Bents and Piers.<br />
<br />
:The joint between the beam and column, and web or tie beam and column, shall be assumed to be integral for all phases of design and must be analyzed for reinforcement requirements as a “Rigid Frame”.<br />
<br />
:The joint between the column and footing is assumed to be “fixed”, unless foundation flexibility needs to be considered as required by the Structural Project Manager. <br />
<div id="Beam"></div><br />
<br />
''Beam''<br />
:Beams shall be designed for vertical loads, including a dynamic load allowance (impact) and components of horizontal forces.<br />
<br />
:The gross concrete section, without contribution from reinforcement, shall not rupture under service dead loads. In addition, longitudinal reinforcement shall be distributed to control cracking at the Service-I limit state.<br />
<br />
:Fatigue design should not control the size of reinforcement in the beam. LRFD 5.5.3.2 may be ignored for open concrete intermediate bents.<br />
<br />
:The minimum reinforcement shall be such that the factored flexural resistance, Mr, is greater than or equal to the lesser of:<br />
<br />
:Minimum Tensile Reinforcement<br />
<br />
:The amount of tensile reinforcement shall be adequate to develop a factored flexural resistance, M<sub>r</sub>, at least equal to the lesser of either:<br />
<br />
::1) M<sub>cr</sub> = cracking moment &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Eq. 5.7.3.3.2-1 <br />
::2) 1.33 times the factored moment required by the applicable strength load combinations specified in LRFD Table 3.4.1-1.<br />
<br />
:Additional reinforcement is required in the sides of the beam. The following table gives adequate steel for both temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4). <br />
<br />
<center><br />
{|border=1 cellpadding=1 cellspacing= 1 style="text-align:center"<br />
|+'''Additional side reinforcement required for reinforced concrete beam caps (per face)'''<br />
|width="300"|Beam Height, H||width="400"|Number – Bar Size<br />
|-<br />
|H ≤ 36”||4 - #6<br />
|-<br />
|36” < H < 54”||5 - #6<br />
|-<br />
|54” ≤ H ≤ 72”||6 - #6<br />
|-<br />
|H > 72”||By Design (LRFD 5.7.3.4)<br />
|-<br />
|}<br />
</center><br />
<br />
''Tie Beam''<br />
:Use a tie beam when specified on the Design Layout or by the Structural Project Manager or when the unsupported height exceeds 30 feet, except as noted<br />
<br />
:Do not use tie beams on grade separations.<br />
<br />
:Do not use tie beams when column spacing exceeds 30 feet. For this situation, use a minimum column diameter of <math>\, Kl_u / 25 (K = 1.2)</math> in lieu of a tie beam.<br />
<br />
:Additional side reinforcement shall be designed for temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4).<br />
<br />
''Unsupported Height''<br />
:The unsupported height is the distance from the bottom of the beam to the top of the footing. If the distance from the ground line to the top of footing is <math>\, \ge</math> 10 feet, the unsupported height and the fixed point may be measured from the bottom of the beam to the ground line plus 1/2 the distance from the ground line to the top of the footing.<br />
<br />
:For single column intermediate bents, the column shall be considered “fixed” at the top of footing for all conditions.<br />
<div id="Columns"></div><br />
<br />
''Columns''<br />
:Use round columns for all bridges, unless otherwise specified on the Design Layout.<br />
<br />
:Tops of column shall be designed for vertical loads with consideration of dynamic load allowance (impact) and maximum components of horizontal forces. Bottom of columns do not require impact forces to be included.<br />
<br />
:The minimum area of reinforcement, A<sub>s</sub>, shall be taken as the greater of:<br />
<br />
<br />
:*<math>\, \frac{0.135A_gf'_c}{f_y}</math><br />
::::::'''LRFD 5.7.4.2'''<br />
:*<math>\, \ 0.01A_g</math><br />
<br />
<br />
<br />
:Where:<br />
<br />
<br />
:<math>\, A_g</math>= gross area of section. (in.²)<br />
<br />
<br />
:For typical columns with f’<sub>c</sub> = 3 ksi, the 1% of column gross area will control. MoDOT prefers to follow ACI 10.9 and recognize LRFD 5.7.4.2 when it would control. (The minimum area of reinforcement based on LRFD is significantly less than ACI for f’<sub>c</sub> = 3 ksi).<br />
<br />
<br />
:{|border=1 cellpadding=1 cellspacing=1 style="text-align:center"<br />
|+'''Minimum Allowable Bars for Column Reinforcement Design'''<br />
|Column Diameter||Vertical Reinforcement<br>(Assuming 1% of Column Gross Area)<br />
|-<br />
|2’-6”||9 - #8<br />
|-<br />
|3’-0”||13 - #8<br />
|-<br />
|3’-6”||18 - #8<br />
|-<br />
|4’-0”||23 - #8<br />
|-<br />
|4’-6”||29 - #8<br />
|-<br />
|5’-0”||29 - #9<br />
|-<br />
|5’-6”||35 - #9<br />
|-<br />
|6’-0”||41 - #9<br />
|-<br />
|}<br />
<br />
<br />
:The maximum reinforcement shall be limited by the following requirements:<br />
<br />
<br />
:*<math>\, \ A_s \le 0.04A_g</math> (Preferred max for seismic design.)<br />
:*<math>\, \ A_s \le 0.08A_g</math> (Absolute max, LRFD 5.7.4.2)<br />
:*Spacing limitations given in this article.<br />
<br />
<br />
<br />
<br />
:{|border=1 cellpadding=1 cellspacing=1 style="text-align:center"<br />
|+'''Maximum Allowable Number of Bars for the Given Bar Sizes'''<br />
|rowspan="2"|Column Diameter||colspan="4"|Maximum Number of Bars<br />
|-<br />
|#8||#9||#10||#11<br />
|-<br />
|2’-6”||18||18||17||15<br />
|-<br />
|3’-0”||22||22||21||18<br />
|-<br />
|3’-6”||26||26||26||22<br />
|-<br />
|4’-0”||30||30||30||25<br />
|-<br />
|4’-6”||34||34||34||29<br />
|-<br />
|5’-0”||&nbsp;||38||38||32<br />
|-<br />
|5’-6”||&nbsp;||43||42||36<br />
|-<br />
|6’-0”||&nbsp;||47||46||40<br />
|-<br />
|}<br />
<br />
:Above table is applicable for standard dowel bar arrangments, see [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.2_Column|EPG 751.31.3.2]].<br />
<br />
:A preliminary economic analysis should be conducted before determining the number of columns and column spacing. For the analysis, assume the rates for Concrete, Class 1 and Class 2 Excavation, and Piles. Omit reinforcing bars in the cost analysis.<br />
<br />
''Column Spacing''<br />
:Columns, with the exception of web supporting beam type bents, shall be spaced, to the nearest 1”, in which balanced positive and negative beam moments are produced. A positive beam moment up to 10% larger than the negative beam moment is acceptable. Strength Limit State Load Combinations shall be used to determine column spacing.<br />
<br />
:To estimate centerline-to-centerline spacing for a two column bent, use 72% of the distance from centerline of outside girder to centerline of outside girder. For a three column bent, use 44% of the centerline-to-centerline distance of outside girders.<br />
<br />
''Footings''<br />
:Footings shall be designed for vertical loads and maximum normal and parallel components of the horizontal forces.<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Elevations for Intermediate Bent with Web Beam.gif]]<br />
<br />
'''Elevations for Intermediate Bent with Web Beam'''<br />
</center><br />
<br />
'''Web Supporting Beam'''<br />
:In analysis, web beams shall be modeled as plate elements. If the ability to model a web beam as a plate element is unavailable, the following may be considered:<br />
<br />
''Simplified Model''<br />
:The web itself is made up of several tie beams (typically 4 tie beams). The moment of inertia of an individual tie beam is equal to the moment of inertia of the web in the bent’s out-of-plane direction divided by the total number of tie beams.<br />
<br />
:Any column segment which is connected to the web is treated as a prismatic member with moment of inertia in the bent’s out-of-plane direction <math>\, (I_z)</math> equal to the actual column moment of inertia in that direction, and with the moment of inertia in the bent’s in-plane direction <math>\, (I_y)</math> equal to the total moment of inertia of web in the bent’s in-plane direction divided by the total number of columns plus the moment of inertia of the column itself. The equivalent column diameter is assumed to be <math>\, \Bigg( \frac{64I_y}{\pi} \Bigg)^{0.25} </math>.<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Section Views for Intermediate Bent with Web Beam.gif]]<br />
<br />
'''Section Views for an Intermediate Bent with Web Beam'''<br />
</center><br />
<br />
In the above example, the moment of inertia of the column in the bent’s in-plane and out-of-plane directions can be calculated as:<br />
<br />
{|<br />
|-<br />
|Out-of-plane->||<math>\, I_z = \frac { \pi (3.5 \times 12)^4}{64} (in.^4 )</math><br />
|-<br />
|&nbsp;<br />
|-<br />
|In-plane->||<math>\, I_y = \frac {(2 \times (17 \times 12) \times 21^3)}{(12)(3)} + \frac { \pi (3.5 \times 12)^4}{64} (in.^4)</math><br />
|}<br />
<br />
<br />
The equivalent column diameter is then assumed to be <math>\, ( \frac{64I_y}{\pi})^{0.25} </math>. <br />
<br />
Thus, the column can be treated as a telescoping column and then the moment magnifier or P-δ slenderness effects can be calculated.<br />
<br />
Since the web is made up of 4 tie beams, the moment of inertia of the tie beams in the bent’s out-of-plane direction is:<br />
<br />
<math>\, I_z = \frac{(21 \times (10 \times 12)^3)}{(12)(4)}(in.^4)</math><br />
<br />
<br />
<br />
''Reinforcement''<br />
:Additional side reinforcement shall be designed for temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4).<br />
<br />
''Column Spacing''<br />
:Columns shall be spaced so that the negative moment in the beam over the outside columns requires a minimum beam depth of 3.0 FT. No attempt should be made to use a column spacing that produces equal positive and negative beam moments. The negative moment is to be determined at the face of the column (for round columns, check moment at the face of an equivalent area square column).<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Elevations for Intermediate Bent with Tie Beam.gif]]<br />
<br />
<br />
'''*''' Use a tie beam if specified on the Design Layout or if the design calls for one.<br />
<br />
'''**''' For column spacing > 30’, tie beams are not to be used unless the web supports the beam<br />
<br />
'''Elevations for Intermediate Bent with Tie Beam'''<br />
</center><br />
<br />
'''Change in Column Diameter'''<br />
:Use rigid frame design.<br />
<br />
:If H’ ≤ 0.5H and no tie beam is used, the design may be done assuming the entire column to have the smaller diameter. This will result in a very small error.<br />
<br />
''Columns''<br />
:Use round columns for all bridges, unless otherwise specified on the Design Layout.<br />
<br />
:Use two or more columns, as required for the more economical design.<br />
<br />
''Column Spacing''<br />
:Column spacing (to the nearest 1”) should be that which produces balanced positive and negative moments. A positive beam moment up to 10% larger than the negative beam moment is acceptable. Strength Limit State Load Combinations shall be used to determine column spacing.<br />
<br />
''Reinforcement''<br />
:Reinforcement in the beams, column and tie beams for the moments at the joints shall be based on the moment at the face of the column, beam, or tie beam (equivalent square, based on areas, for round columns).<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Elevations for Hammer Head Intermediate Bent.gif]]<br />
<br />
'''Elevations for Hammer Head Intermediate Bent'''<br />
</center><br />
<br />
'''Hammer Head Type Intermediate Bent'''<br />
<br />
:Hammer Head type intermediate bents shall be designed according to the applicable provisions listed under the design assumptions for the General intermediate bent guidelines except as follows:<br />
<br />
''Reinforcement''<br />
:Additional side reinforcement shall be designed for temperature and shrinkage (LRFD 5.10.8), and skin reinforcement (LRFD 5.7.3.4).<br />
<br />
===751.31.2.4 Column Analysis===<br />
<br />
Refer to this article to check slenderness effects in column and the moment magnifier method of column design. See Structural Project Manager for use of P Delta Analysis.<br />
<br />
<br />
'''Transverse Reinforcement'''<br />
<br />
''Seismic Zone 1''<br />
:Columns shall be analyzed as “Tied Columns”. Unless excessive reinforcement is required, in which case spirals shall be used.<br />
<br />
<br />
'''Bi-Axial Bending'''<br />
<br />
Use the resultant of longitudinal and transverse moments.<br />
<br />
<br />
'''Slenderness effects in Columns'''<br />
<br />
The slenderness effects shall be considered when:<br />
<br />
<math>\, \ l_u \ge \frac {22r}{K}</math><br />
<br />
<br />
Where: <br />
<br />
<math>\, \ l_u</math> = unsupported length of column<br />
<br />
<math>\, \ r</math> = radius of gyration of column cross section<br />
<br />
<math>\, \ K</math> = effective length factor<br />
<br />
<br />
Effects should be investigated by using either the rigorous P-∆ analysis or the Moment Magnifier Method with consideration of bracing and non-bracing effects. Use of the moment magnifier method is limited to members with Kl<sub>u</sub>/r ≤ 100, or the diameter of a round column must be ≥ Kl<sub>u</sub>/25. A maximum value of 2.5 for moment magnifier is desirable for efficiency of design. Increase column diameter to reduce the magnifier, if necessary.<br />
<br />
When a compression member is subjected to bending in both principal directions, the effects of slenderness should be considered in each direction independently. Instead of calculating two moment magnifiers, db and ds, and performing two analyses for M<sub>2b</sub> and M<sub>2s</sub> as described in LRFD 4.5.3.2.2b, the following conservative, simplified moment magnification method in which only a moment magnifier due to sidesway, δ<sub>s</sub>, analysis is required:<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Typical Intermediate Bent.gif]]<br />
</center><br />
<br />
<center>'''Typical Intermediate Bent'''</center><br />
<br />
''General Procedure for Bending in a Principal Direction''<br />
<br />
::M<sub>c</sub> = δ<sub>s</sub>M<sub>2</sub><br />
<br />
<br />
::Where:<br />
::M<sub>c</sub> = Magnified column moment about the axis under investigation.<br />
<br />
::M<sub>2</sub> = value of larger column moment about the axis under investigation due to LRFD Load Combinations.<br />
<br />
::δ<sub>s</sub> = moment magnification factor for sidesway about the axis under investigation<br />
<br />
::<math>\, =\cfrac{C_m}{1- \cfrac{\sum P_u }{\phi_k \sum P_e }} \ge 1.0; \ C_m = 1.0 </math><br />
<br />
<br />
Where:<br />
{|style="text-align:left"<br />
|-<br />
|<math>\, \sum P_u</math> ||=||summation of individual column factored axial loads for a specific Load Combination (kip)<br />
|-<br />
|<math>\, \phi_K</math> ||=||stiffness reduction factor for concrete = 0.75<br />
|-<br />
|<math>\, \sum P_e</math>|| =||summation of individual column Euler buckling loads<br />
|-<br />
|}<br />
<br />
<br />
<br />
<math>\, =\sum {\frac{\pi^2 \ EI}{\left( \ Kl_u \right)^2}}</math><br />
<br />
Where:<br />
<br />
<math>\, \ K</math> = effective length factor = 1.2 min. (see the following figure showing boundary conditions for columns)<br />
<br />
<math>\, \ l_u</math> = unsupported lenth of column (in.)<br />
<br />
<br />
<br />
<math>\, \ EI = \cfrac{{E_cI_g}{/2.5}}{1+\beta_d}</math><br />
<br />
Where:<br />
<br />
<math>\, \ E_c</math>= concrete modulus of elasticity as defined in [[751.31 Open Concrete Intermediate Bents#751.31.1.1 Material Properties|EPG 751.31.1.1]] (ksi)<br />
<br />
<math>\, \ I_g</math>= moment of inertia of gross concrete section about the axis under investigation <math>\, (in^4)</math><br />
<br />
<math>\, \beta_d</math>= ratio of maximum factored permanent load moments to maximum factored total load moment: always positive<br />
<br />
<br />
<br />
''Column Moment Parallel to Bent In-Plane Direction''<br />
<br />
<math>M_{cy}= \delta_{sy}M_{2y}</math><br />
<br />
<math>l_{uy}</math>= top of footing to top of beam cap<br />
<br />
<br />
<br />
''Column Moment Normal to Bent In-Plane Direction''<br />
<br />
<math>M_{cz}= \delta_{sz}M_{2z}</math><br />
<br />
<math>l_{uz}</math> = top of footing to bottom of beam cap or tie beam and/or top of tie beam to bottom of beam cap<br />
<br />
<center><br />
{|<br />
|-<br />
|Out-of-plane bending<br>Non-integral Bent||[[Image:751.31 Open Concrete Int Bents and Piers- Boundary Conditions for columns-Top Image.gif]]||Out-of-plane bending<br>Integral Bent<br />
|-<br />
|In-plane bending||[[Image:751.31 Open Concrete Int Bents and Piers- Boundary Conditions for columns-Bottom Image.gif]]||&nbsp;<br />
|-<br />
|}<br />
<br />
'''Boundary Conditions for Columns'''<br />
<br />
<br />
For telescoping columns, the equivalent moment of inertia, <i>I</i>, and equivalent effective length factor, <i>K</i>, can be estimated as follows:<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Telescoping Columns.gif]]<br />
<br />
'''Telescoping Columns'''<br />
</center><br />
<br />
<br />
<br />
<math>\, \ I = \frac {\sum \left(l_n I_n \right)}{L}</math><br />
<br />
<br />
Where:<br />
<br />
<math>\, l_n</math>= length of column segment <math>\, n</math><br />
<br />
<math>\, I_n</math>= moment of inertia of column segment <math>\, n</math><br />
<br />
<math>\, L</math>= total length of telescoping column<br />
<br />
<br />
'''Equivalent Effective Length Factor'''<br />
<br />
<math>\, \ K =\sqrt \frac{\pi^2EI}{P_cL^2}</math><br />
<br />
<br />
Where:<br />
<br />
<math>\, E</math> = modulus of elasticity of column<br />
<br />
<math>\, I</math> = equivalent moment of inertia of column<br />
<br />
<math>\,L</math> = total length of telescoping column<br />
<br />
<math>\, P_c</math> =elastic buckling load solved from the equations given by the following boundary conditions:<br />
<br />
<center><br />
''Fixed- Fixed Condition''<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Columns Fixed-Fixed Condition.gif]]<br />
<br />
<br />
<math>\, \left(a_1 + a_2 \right) \bigg[ \left(d_1 + d_2 \right) - P_c \Big( \frac{1}{l_1} + \frac{1}{l_2} \Big) \bigg]- \left(c_1 - c_2 \right)^2 = 0</math><br />
<br />
<br />
<br />
{|<br />
|-<br />
|<math>\, a_1</math>||<math>\, = \frac{4EI_1}{l_1}</math>||width="100"|&nbsp;||<math>\, a_2</math>||<math>\, =\frac{4EI_2}{l_2}</math><br />
|-<br />
|<math>\, c_1</math>||<math>\, = \frac{6EI_1}{{l_1}^2}</math>||&nbsp;||<math>\, c_2</math>||<math>\, =\frac{6EI_2}{{l_2}^2}</math><br />
|-<br />
|<math>\, d_1</math>||<math>\, = \frac{12EI_1}{{l_1}^3}</math>||&nbsp;||<math>\, d_2</math>||<math>\, = \frac{12EI_2}{{l_2}^3}</math><br />
|-<br />
|}<br />
<br />
<br />
<br />
''Hinged-Fixed Condition''<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Columns Hinged-Fixed Condition.gif]]<br />
</center><br />
<br />
<br />
{|align="center"<br />
|-<br />
|<math>\, \left(a_2 \right) \left(a_1 + a_2 \right) \bigg[ \left(d_1 + d_2 \right) - P_c \Big( \frac{1}{l_1} + \frac{1}{l_2} \Big) \bigg]- \left(2b_2c_2 \right) \left(c_2 - c_1 \right) </math><br />
|-<br />
|<math>- \left(b_2 \right)^2 \bigg[ \left(d_1 + d_2 \right) - P_c \Big( \frac{1}{l_1} + \frac{1}{l_2} \Big) \bigg]- \left(a_2 \right) \left(c_2 - c_1 \right)^2</math><br />
|-<br />
|<math>- \left(c_2 \right)^2 \left(a_2 + a_1 \right) = 0 </math><br />
|}<br />
<br />
<br />
Where:<br />
{|<br />
|-<br />
|<math>\, b_1</math>||<math>\, = \frac{2EI_1}{l_1}</math>||width="100"|&nbsp;||<math>\, b_2</math>||<math>\, =\frac{2EI_2}{l_2}</math><br />
|-<br />
|}<br />
<br />
<math>\, a_1, a_2, c_1, c_2, d_1,</math> and <math>\, d_2</math> are defined in the previous equations.<br />
<br />
<br />
<center><br />
<br />
''Fixed-Fixed with Lateral Movement Condition''<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Fixed-Fixed Lateral Movement Condition.gif]]<br />
</center><br />
<br />
<br />
{|align="center"<br />
|-<br />
|<math>\, \bigg[(d_1 + d_2) - \frac{(c_2 - c_1)^2}{a_1 + a_2} - P_c \Bigg( \frac{1}{l_1} + \frac{1}{l_2} \Bigg) \bigg] \bigg[d_2 - \frac{{c_2}^2}{a_1 + a_2} - P_c \Bigg(\frac {1}{l_2} \Bigg) \Bigg]</math><br />
|-<br />
|<math>- \Bigg[(-d_2) + \frac{c_2 (c_2 - c_1)}{a_1 + a_2} + P_c \Bigg(\frac{1}{l_2} \Bigg) \Bigg]^2 = 0</math><br />
|}<br />
<br />
Where:<br />
<br />
<math>\, a_1, a_2, b_1, b_2, c_1, c_2, d_1,</math> and <math>\, d_2</math> are defined in the previous equations.<br />
<br />
<br />
<center><br />
''Fixed-Free with Lateral Movement Condition''<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Fixed-Free Lateral Movement Condition.gif]]<br />
<br />
</center><br />
<br />
<br />
{|align="center"<br />
|-<br />
|<math>\, \Bigg[ (d_1 + d_2) - P_c \Bigg( \frac{1}{l_1} + \frac{1}{l_2} \Bigg) - \frac{A_1}{\beta} \Bigg] \Bigg[ d_2 - \frac{P_c}{l_2} - \frac{A_3}{\beta} \Bigg]</math><br />
|-<br />
|<math>\, - \Bigg[(-d_2) + \frac{P_c}{l_2} - \frac{A_2}{\beta} \Bigg]^2 = 0</math><br />
|}<br />
<br />
<br />
Where:<br />
{|<br />
|<math>\, \beta</math>|| <math>\, = (a_2)(a_1 + a_2) - ( b_2)^2</math><br />
|-<br />
|<math>\, A_1</math>|| <math>\, = (c_1 - c_2)[a_2(c_1 - c_2) + (b_2c_2)] + (c_2)[b_2(c_1 - c_2) + (c_2)(a_1 + a_2)]</math><br />
|-<br />
|<math>\, A_2</math>|| <math>\, = (c_1 - c_2)[(a_2c_2) - (b_2c_2)] + (c_2)[(b_2c_2) - (c_2)(a_1 + a_2)]</math><br />
|-<br />
|<math>\, A_3</math>|| <math>\, = (c_2)[(a_2c_2) - (2b_2c_2) + (c_2)(a_1 + a_2)]</math><br />
|-<br />
|colspan="2"|&nbsp;<br />
|-<br />
|colspan="2"|<math>\, a_1, a_2, b_1, b_2, c_1, c_2, d_1,</math> and <math>\, d_2</math> are defined in the previous equations.<br />
<br />
===751.31.2.5 Column Charts===<br />
<center><br />
{|<br />
|-<br />
|<math>\, f'c </math>|| = 3 ksi||width="50"|&nbsp;||rowspan="4"|[[Image:751.31 Open Concrete Int Bents and Piers-Design-Column Charts Plan View.gif]]<br />
|-<br />
|<math>\, f_y </math>|| = 60 ksi||&nbsp;||<br />
|-<br />
|<math>\, \phi_c </math>|| = 0.75||&nbsp;||<br />
|-<br />
|<math>\, \phi_b </math>|| = 0.9||&nbsp;||<br />
|-<br />
|}<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-1.gif]]<br />
</center><br />
<br />
Note: The axial-moment interaction curves shown throughout this section represent 1% vertical reinforcement and maximum reinforcement allowed as given in LRFD.<br />
<br />
<br />
<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-2.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-3.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-4.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-5.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-6.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-7.gif]]<br />
<br />
<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Design-Column Capacity Charts 5-8.gif]]<br />
</center><br />
<br />
==751.31.3 Reinforcement==<br />
<br />
===751.31.3.1 Beam Cap===<br />
<br />
[[Image:751.31.1.3.1-01-2024.png|center|700px]]<br />
<br />
[[Image:751.31.1.3.1.2.jpg|center|800px]]<br />
<br />
[[Image:751.31.1.3.1.3.jpg|center|350px]]<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
<br />
See [https://epg.modot.org/index.php/751.13_Expansion_Devices#751.13.1.4_Details_of_Substructure_Protection EPG 751.13.1.4] for details of protective coating and sloping top of beam to drain when below an expansion device.<br />
<br />
===751.31.3.2 Column===<br />
<br />
[[Image:751.31.1.3.2.1.jpg|center|700px]]<br />
<br />
{|<br />
|-<br />
|valign="top"|'''*'''||Use alternate detail only with approval of Structural Project Manager and then design column reinforcement using the smaller ring diameter.<br />
|-<br />
|A||= 4 1/2” minimum spacing center-to-center.<br />
|-<br />
|B||= 2” clear spacing for bar sizes thru #10.<br />
|-<br />
| ||= 2 1/2” clear spacing for bar sizes #11 and #14. <br />
|-<br />
| ||= 3 1/2” clear spacing for bar size #18.<br />
|}<br />
<br />
<br />
[[Image:751.31.1.3.2.2.jpg|center|350px]]<br />
<br />
::Lap splices for closed circular ties shall be provided and staggered in accordance with LRFD 5.10.6.3. Lap length of 1.3 '''l'''<sub>d</sub> (or Class B) for closed stirrup/ties shall be provided in accordance with LRFD 5.11.2.6.4. <br />
<br />
::Lap length for #4 stirrup bars (4” min. spacing, f’c = 3 ksi, and clear cover = 1½”) equals 29” for uncoated bars and 34” for epoxy coated bars. <br />
<br />
::For lap length for other scenarios, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8 Development and Lap Splices|EPG 751.5.9.2.8 Development and Lap Splices]]. <br />
<br />
<center><br />
'''Collision Shear Reinforcement<sup>1</sup> '''<br />
{|border="1" cellspacing="1" cellpadding="1" style="text-align:center"<br />
|-<br />
!rowspan="2"|Column Diameter!!rowspan="2"|Minimum Reinforcement<sup>2,3</sup>!!colspan="2"|Minimum Lap Splice<br />
|-<br />
!Uncoated<br/>(f’c = 3ksi)<br/>(Cl. = 1½”)!!Epoxy Coated<br/>(f’c = 3ksi)<br/>(Cl. = 1½”)<br />
|-<br />
|3’-0”||By Design||NA||NA<br />
|-<br />
|3’-6”||By Design||NA||NA<br />
|-<br />
|4’-0”|| #6 @ 5”||43”||51”<br />
|-<br />
|4’-6”|| #5 @ 5”||36”||43”<br />
|-<br />
|5’-0”|| #4 @ 5”||29”||34”<br />
|-<br />
|5’-6”|| #4 @ 10”||29”||34”<br />
|-<br />
|6’-0”|| #4 @ 12”||29”||34”<br />
|-<br />
|colspan="4" align=left width="800"|'''<sup>1</sup>''' See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] to determine if a pier requires design for collision loads. <br/>'''<sup>2</sup>''' Design assumptions:<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• Vu = 600 k, Pu = 0 k, Mu = 0 k-ft<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• f’c = 3 ksi, fy = 60 ksi, 1.5” clear cover<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• Shear resistance factor = 1.0<br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;• Minimum longitudinal reinforcement per [[#751.31.2.3 General Design Assumptions|EPG 751.31.2.3 General Design Assumptions]]<br/>'''<sup>3</sup>''' The shear reinforcement tabulated is adequate for collision but may not be adequate for other design checks. For example, columns greater than 5’-0” require more stirrups to meet min reinforcement. Lesser reinforcement values may be used by design. Design is required for 3’-0” and 3’-6” columns because the design criteria used for the table requires double stirrups which is not common practice.<br />
|}<br />
</center><br />
::Columns shall be reinforced using stirrup ties, unless excessive reinforcement is required, in which case spirals shall be used.<br />
<br />
::Show spiral details of [[751.9 LFD Seismic#Fig. 751.9.3.1.7.4|Fig. 751.9.3.1.7.4]] on the bridge plans if spirals are used for bridge in non-seismic area. Anchorage of spiral reinforcement shall be provided by 1 ½ extra turns of spiral reinforcement at each end of the spiral unit.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[Image:751.31.3.2.3 part elev.jpg|left|375px]]||valign="center"|(1) Location 2 development length.<br/><br/>(2) Check clearance to concrete piles.<br/><br/>See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or lengths for scenarios other than those shown. Provide standard hooks if required.<br/><br/>See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
|}<br />
<br />
===751.31.3.3 Web Beam===<br />
<br />
[[Image:751.31.3.3.1.jpg|center|800px]]<br />
<br />
[[Image:751.31.3.3.2.jpg|left|275px]]<br />
<br />
(1) L/4 + d, but not less than theoretical cut-off + development length.<br />
:: L = span between columns<br />
:: d = distance from compression face to centroid of tension steel <br />
<br />
(2) Location 2 development length, 4” to 12” spacing, 1½” clear, f'c = 3 ksi:<br />
:: 17" (uncoated #4), 20" (epoxy coated #4)<br />
:: 21" (uncoated #5), 32" (epoxy coated #5)<br />
<br />
(3) Location 1 development length, f'c = 3 ksi: <br />
:: 22" (uncoated #4), 26" (epoxy coated #4)<br />
:: 28" (uncoated #5), 33" (epoxy coated #5)<br />
<br />
(4) Location 2 development length. <br />
<br />
(5) Location 2 Class B lap splice.<br />
<br />
(6) Maximum spacing shall be 6" or 1/5 development length for noncontact lap splice.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or for lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
<br />
<br />
<br />
===751.31.3.4 Tie Beam===<br />
[[Image:751.31.3.4.1.jpg|center|800px]]<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[Image:751.31.3.4.2.jpg|left|275px]]||(1) Location 1 development length, f'c = 3 ksi: <br/>22" (uncoated #4), 26" (epoxy coated #4)<br/>28" (uncoated #5), 33" (epoxy coated #5)<br/>(2) Location 1 development length.<br/>(3) Location 2 development length.<br/>(4) Location 2 Class B lap splice.<br/>(5) If depth of tie beam exceeds 1/2 column spacing, use pairs of U-shaped bars.<br/>(6) Maximum spacing shall be 6" or 1/5 development length for noncontact lap splice.<br/><br/><br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or for lengths for scenarios other than those shown. Provide standard hooks if required.<br/><br/>See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
|}<br />
<br />
===751.31.3.5 Hammer Head Type===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|valign="center| [[Image:751.31.3.5.1.jpg|center|350px]]||valign="center|[[Image:751.31.3.5.2.jpg|center|275px]]<br />
|-<br />
|valign="center|[[Image:751.31.3.5.3.jpg|center|350px]]||valign="center|[[Image:751.31.3.5.4.jpg|center|230px]]<br />
|}<br />
:(1) #4 @ 12” cts. (Min.)<br />
::: #6 (Dbl.) @ 6” cts. (Max.)<br />
:::Minimum spacing of 5” for single stirrups and 6” for double stirrups<br />
:::Maximum spacing of 12”<br />
:::All stirrups in the beam shall be the same bar size.<br />
:::Locate #4 bars (Π) under bearings if required (not required for P/S double-tee girders).<br />
<br />
:(2) Hook bars if cantilever is less than the required Location 1 development length.<br />
<br />
:(3) Location 2 development length.<br />
<br />
:(4) Location 2 Class B lap splice, f'c = 3 ksi:<br />
:::38" (uncoated #7), 57" (epoxy coated #7) <br />
<br />
:(5) Location 1 Class B lap splice, f'c = 3 ksi:<br />
:::29" (uncoated #4), 34" (epoxy coated #4)<br />
<br />
:(6) See EPG 751.2.2.6 and 751.31.2.2 for collision requirements.<br />
<br />
:(7) See LRFD 5.10.6.3 for tie requirements.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices EPG 751.5.9.2.8] for development and lap splice lengths not given or for lengths for scenarios other than those shown. Provide standard hooks if required.<br />
<br />
See [https://epg.modot.org/index.php/751.5_Structural_Detailing_Guidelines#751.5.9.2.2_Epoxy_Coated_Reinforcement_Requirements EPG 751.5.9.2.2] for epoxy coated reinforcement requirements.<br />
<br />
===751.31.3.6 Collision Wall===<br />
[[Image:751.31.3.5.6.jpg|center|700px]]<br />
<br />
See [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]].<br />
<br />
'''*''' Design and use negative moment reinforcement for bents with three or more columns (5-#6 bars minimum).<br />
<br />
Reinforcement shown is in addition to column reinforcement.<br />
<br />
Bent with two columns is shown, single column bent and bent with three or more columns are similar.<br />
<br />
==751.31.4 Details==<br />
<br />
===751.31.4.1 Construction Joints and Keys===<br />
<center><br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Const Jt and Keys Part Elev.gif]]<br />
<br />
PART ELEVATION<br />
<br />
</center><br />
<br />
'''*''' Optional Construction Joints in bearing beam and tie beam:<br>When the total length of bearing beam exceeds 60'-0", show a keyed construction joint at or near a 1/4 point between columns in the bearing beam and tie beam. Unless required by design or stage construction, this construction joint shall be shown as optional on the plans and may be eliminated at the contractor's discretion.<br />
<br />
For column height greater than 35'-0" with no tie beam or collision wall, place the construction joint at approximately the mid-point of the column height.<br />
<br />
<center><br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Const Jt and Keys Muti-column elevations.gif]]<br />
<br />
{|<br />
|-<br />
|[[Image:751.31 Open Concrete Int Bents and Piers- Details- Const Jt and Keys Hammer Head.gif]]||style="text-align:left"|Note:<br>Use a keyed const. joint in the tie beam and bearing beam when the length of bearing beam exceeds 60'-0". (At or near the 1/4 point between columns.)<br />
|-<br />
|}<br />
</center><br />
<br />
===751.31.4.2 Optional Section for Column-Web Beam Joint===<br />
<center><br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Optional Section for Column- Web Beam Joint- Elevations.gif]]<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Optional Section for Column- Web Beam Joint- Plan.gif]]<br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Details- Optional Section for Column- Web Beam Joint- Detail A.gif]]<br />
<br />
{|border="1" cellspacing="1" cellpadding="1" style="text-align:center"<br />
|-<br />
|D, Column Diameter (inch)||width="40"|42||width="40"|48||width="40"|54||width="40"|60||width="40"|66||width="40"|72<br />
|-<br />
|Width of Tie Beam (inch)||21||24||27||30||33||36<br />
|-<br />
|Width of Web Beam (inch)||21||24||27||30||33||36<br />
|-<br />
|a (inch)||9||10||11 1/2|| 12 1/2||14|| 15<br />
|-<br />
|b (inch)||10 1/2||12||13 1/2||15||16 1/2||18<br />
|-<br />
|}<br />
<br />
</center><br />
Place the following note on plans when using Optional Section A- A.<br />
<br />
Note:<br />
<br />
At the contractor’s option, the details shown in Optional Section A-A may be used for Column-Web Beam or Tie Beam at Intermediate Bent No._. No addtional payment will be made for this substitution.<br />
<br />
'''*''' Bent with two columns is shown, bents with three or more columns are similar.<br />
<br />
===751.31.4.3 Substructure Beam Overhang===<br />
<br />
<center><br />
<br />
[[Image:751.31 Open Concrete Int Bents and Piers- Dimensions- Substructure Beam Overhang- Part Elevation.gif]]<br />
<br />
PART ELEVATION<br />
</center><br />
<br />
'''*''' Slope 1/8" per foot for drainage.<br />
<br />
'''**''' When substructure beam extends beyond the slab as shown, slope end of beam to drain water.<br />
<br />
===751.31.4.4 Closed Concrete Intermediate Diaphragms===<br />
<br />
See [[751.22 P/S Concrete I Girders#751.22.3.7.4 Bent Details|EPG 751.22.3.7.4 Bent Details]] for intermediate bent details required for closed concrete intermediate diaphragms.<br />
<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskir