Beruflich Dokumente
Kultur Dokumente
Table of Contents
1.1 Bridge Policy ................................................................................... 1-1
1.6 Checklist for Use in the Final Plan Preparation .......................... 1-20
Apr. 99
1.6.8 Abutment Details ............................................................................. 1-25
1.6.9 Pier Details ...................................................................................... 1-27
1.6.10 Standardized Details ....................................................................... 1-28
1.6.11 Special Provisions ........................................................................... 1-28
1.6.12 Pay Item Worksheet ........................................................................ 1-28
Apr. 97
Section 1 Introduction
Table of Figures
Apr. 97
Bridge Manual Section 1 - Introduction
Section 1 Introduction
1.1 Bridge Policy A s directed by the Engineer of Bridges and Structures, it is the responsi-
bility of the Engineer of Bridge Design to develop, maintain and administer the
policies that govern the design and preparation of plans and specifications of
all bridges under the jurisdiction of the Division of Highways.
This Manual is an active manual in the respect that as research, new products,
and new experiences dictate, new or revised sheets and figures will be issued.
As these sheets are received, they should be immediately incorporated in the
book, as instructed, so that the Manual’s integrity is maintained.
1.2 Organizations
and Functions
T he Bureau of Bridges and Structures is a part of the Program Development
area of the Division of Highways. The Engineer of Bridges and Structures as
head of the Bureau, is responsible for planning, developing and maintaining the
State’s bridge engineering program, policies, specifications and standards
which will facilitate the best utilization of resources for accomplishing objectives
of the Division of Highways.
1.2.1 Services This Section is responsible for managing the Bureau’s operating budget;
Development personnel and salary administration; business service activities; fiscal payment
Section processing; typing services; file maintenance; and administrative staff support.
This unit also makes structural inspections on both state and jointly owned
structures and insures compliance with the National Bridge Inspection Stan-
dards for those structures under Illinois jurisdiction.
1.2.2 Bridge This Section is under the direct supervision of the Engineer of Bridge Planning.
Planning This Section composed of four units, is responsible for project programming
Section
and the preliminary design of bridges and structures including the hydraulic
engineering, soils analysis and foundation determination and has corollary
responsibilities for highway drainage design and roadway geotechnical analy-
sis.
· Hydraulics Unit
Under the supervision of the Unit Chief, this unit performs hydraulic studies
of all stream crossing structures assigned to the Section to insure that they
are designed in accordance with the policies and procedures of the
Department. The unit also performs hydraulic studies of special drainage
projects involving pumping stations, complex storm sewer projects, deten-
tion basins, flumes, channel changes, energy dissipators and other
unusual drainage structures. It is responsible for the development and
implementation of all drainage policies and technical hydrologic and
hydraulic procedures used by the Division of Highways and provides
technical advice and solutions on difficult drainage problems to the Districts
and other Central Bureaus. The unit also obtains all necessary construc-
tion permits for bridges, culverts, and channel changes from the Depart-
ment of Natural Resources, Office of Water Resources.
1.2.3 Bridge Design This Section is under the direct supervision of the Engineer of Bridge Design.
Section This Section, composed of three units and the Final Plan Control, Estimates
and Special Provisions Engineer, is responsible for the design and preparation
of bridge and structure plans for the Department; the initiation, development
and dissemination of policies, design and seismicity procedures and structural
theories to be used in selection, proportioning, and detailing members and
components used in any bridge or structure type used on our highway system;
the development of specifications and special provisions for all materials and
procedures as they relate to their use and application in bridges and structures;
preparation of bridge and structure estimates of cost and time estimates;
evaluation and utilization of new structure types, products, techniques and
materials; and the resolution of bridge and structure construction problems.
1.2.4 Structural This Section is under the direct supervision of the Engineer of Structural
Services Services. This Section, composed of four units, is responsible for the
Section
specialized structural investigations of bridges leading to the development of
repair plans, bridge ratings and capacity limits, shop plans, fabrication inspec-
tions, and overload permit approvals. This section is also responsible for all
bridge inspection activities on the Illinois Highway System and compliance with
the National Bridge Inspection Standards.
1.3 Preparation of
Bridge Plans
T he preparation of all bridge plans is initiated by the submittal of the Structure
Report and, where applicable, the Hydraulic Report Data sheets. The
information contained in these Reports are the basis upon which the structure
is hydraulically and geometrically proportioned, and sufficient data must be
furnished to fully delineate all field conditions. Particular care must be taken
to supply complete information on existing structures which are to be incorpo-
rated into the plans. Upon completion of the final plans, the Structure Report
is re-examined by the Bureau of Bridges and Structures for conformance to the
final design and is filed as a permanent record.
From the data furnished in the Structure Report, the Type, Size & Location Plan
(TSL Plan) is prepared. This plan shows the general plan and elevation of the
structure and general descriptions and treatments of the basic components. It
is employed as an exhibit for presentation to the District Engineer and to other
agencies for their concurrence in the relation to overall features of the structure.
The data necessary for all approvals must be included. A Hydraulic Report must
be completed in accordance with the policies and procedures in the Drainage
Manual and approved by the Bureau of Bridges and Structures as a necessary
part of the design of all bridges over water courses. In addition to the District
Office, other agencies whose approvals are required, when applicable, include
the U.S. Department of Transportation, Federal Highway Administration, the
Illinois Division of Water Resources, railroads, utilities, and the U.S. Coast
Guard (when navigable streams are affected). After all the necessary
approvals of the TSL Plan have been received, the detailed design and
preparation of the final plan is initiated.
The final design plans constitute the single most important document neces-
sary for the construction of bridge structures. The final plans must agree with
the approved TSL Plan in all details. If it is found necessary to deviate from the
TSL Plan during design, prior approval must be obtained from the Engineer of
Bridges and Structures before such change can be incorporated. Since any
deviation could involve concurrence by other applicable agencies, sufficient
time must be allowed for processing.
After the final plans are completed, they are submitted to the Engineer of
Bridges and Structures for approval and signature to denote acceptance of the
plans. The plans are then stored until placed on contract. During this time, if
policy changes dictate, the plans are updated in accordance with current
design policy and then transmitted to the Project Development and Implemen-
tation Section of the Bureau of Design and Environment for contract process-
ing.
1.4 Consulting
Engineers
C onsulting engineers are retained by the Division of Highways for the
design of bridge structures when the plan production capacity of the Bureau
of Bridges and Structures must be supplemented. The consultant must be
prepared to undertake any or all of the necessary steps inherent in production
of the final plans as per the state of the art and in compliance with the policies.
These are: the field site investigation, preparation of the Structure Report,
economic studies, bridge type selection studies, preparation of the TSL Plan
and final detail plans, constructability and the shop plan review. During the
construction phase of the project, it is his/her responsibility to interpret the plans
and to undertake the correction of any construction difficulties resulting from
design plan errors or inconsistencies.
Included herein are guidelines and requirements to help the consultants in the
development of the TSL plans and in the design and preparation of the Final
Plans. Adherence to these guidelines will facilitate expeditious review and
approval of the final plans and eliminate last minute changes and delays. The
guidelines are presented in the following manner:
TSL Plans
1.5.1 General 1. Check correspondence file, Bridge Condition Report, Structure Report
and Hydraulic Report to see that the TSL plan agrees with the listed
reports and that the structure fits the site conditions. Microfilm
correspondence files may have additional information for rehabilitation
jobs. Check the fabrication plans for truss, plate girder and other major
thru type structures for detrimental details and welds.
2. Pertinent existing structure dimensions are to be verified with field
measurements before portions of that existing structure are incorpo-
rated into a new structure.
3. The top and bottom slabs of multiple box culvert extensions should be
designed as continuous members according to present design policies.
1.5.2 Plan View 1. Provide span lengths, end distances (for new structures and super-
structures utilizing flanged sections), back-to-back abutments, skew
angle, width, clearance and out-to-out dimensions.
2. Show stations and elevations along profile grade line.
3. Show station equation for intersecting reference lines on roadways.
4. Show stations and offsets to roadway tapers that are across or under
the structure.
5. Bridges are laid out with stationing going from left to right.
6. Culverts are laid out with stationing going from bottom to top (culvert
lengths from the roadway centerline to culvert ends along its centerline
should be rounded off to the nearest 100 mm).
7. Show stationing direction on road under (flow or unclear traffic direc-
tion).
8. Show pavement and shoulder dimensions.
9. Show location of minimum vertical clearance.
10. Indicate important horizontal clearances such as roadway to piers,
walls or culvert ends.
11. Show stage construction line and temporary sheet piling location, when
applicable.
12. Show deck drains and spacing. See Section 3.2.10 in the Bridge
Manual and Section 1-303.02 in the Drainage Manual for detailed
information.
13. Plot boring locations.
14. Show berm width, when applicable. See Figures 2.6.2-1 and 2.6.2-2
in the Bridge Manual.
15. Show proper “picture” of end slope configuration.
16. Show slopewall or riprap extension for 600 mm above DHW and 3 m
past abutments on the upstream side. Slopewall is not provided
between dual highway structures over roadways.
17. Show outline of limits of existing structure including piers. Avoid plan
layouts that permit interference between existing and proposed sub-
structure elements.
18. Show shoulder embankment slopes, if known.
19. Show slopewall slope at right angle to stream.
20. Show pipe culverts and local drainage near structure.
21. Add shoulder widening note for guardrail where structures are wider
than approach roadway. “The width between the guardrails shall be
the width between the bridge rails or parapets which will require
approach shoulder widening.”
22. Bridge approach pavement (9 m Std. 420401).
23. Show guardrail at proper ends.
24. Check for proper drafting (particularly at bridge ends).
25. Show railroad mile post information and railroad deck drain note.
26. Show approach curb and gutter type, if applicable.
27. Show north arrow.
28. Show all retaining walls and provide appropriate details.
1.5.3 Elevation View 1. Use same scales for vertical and horizontal dimensioning.
2. Show bridge omission stations.
3. Show fixity and expansion conditions at all substructure elements.
4. Show clearance dimensions - vertical and horizontal.
5. Show end post treatment - anchor bolt note - guardrail.
6. Show estimated footing elevations, pile type with estimated capacities
and lengths and battered piles as needed for foundations on piles and
allowable soil bearing pressures for foundations on spread footings.
7. Show beam type and depth.
8. Show slopewall with toewalls, etc.
9. Show pipe culverts through embankment if required.
10. Show pier elevation consistent with pier sketch.
11. Plot natural ground line.
12. Show 60'-0" construction embankment lines (new construction).
13. Show elevation at ditch and/or ground elevation at piers (between
divided highways).
14. For controlled access - Note: Conduits to be provided for future lighting.
15. Show stream bed elevation and channel width, where applicable.
16. Place bottom culvert slab 75 mm below flow line. See Section 2.6.9.1.
17. Show H.W. elevation and appropriate design year.
18. Show pier thickness (stream crossing only).
19. Add note: “Backfill behind abutment by Bridge Contractor.” (open
abutments on new embankments only). See Figure 3.9.1-3 in the
Bridge Manual.
20. Add note for railroad jobs - “No deck drains will be permitted in the span
over tracks or within 3 m of cross arms of a railroad pole line.”
21. Provide vertical scale to determine natural ground elevations.
1.5.5 Cross Section 1. Check that bridge width is correct for roadway classification and is
consistent with the approved BCR.
2. The following should be shown on each cross section:
a) Dimension bridge roadway and shoulder widths.
b) Slab thickness.
c) Stringer size, spacing, fillets and composite note.
d) Rail type and vertical dimensions.
e) Crown configuration and location of profile grade application.
See Figure 2.6.3-1 in the Bridge Manual.
f) Class I and waterproofing - indicate thickness.
g) C&G type, if applicable - (median and sidewalk). A 150 mm high
mountable or barrier curb may be used for bridge deck medians
and in some special cases a 225 mm barrier curb may be used.
h) For curved bridges: Offset tangent.
3. Check to see if a longitudinal open joint is needed - See Figure
3.2.7-1 in Bridge Manual.
4. Show staging details with type of temporary barrier to be used.
5. Show deck drains. Omit drains on high side in case of superelevation.
1.5.6 Section thru 1. Show proper type - with vaulted abutments, show type of superstruc-
Abutment ture, i.e. sand filled or PCC I-beams.
2. Show bridge omission application location.
3. Show expansion joint types - remember skew limitations. See Figure
3.4.2-6 in the Bridge Manual.
4. Show approach pavement, do not use wearing surface on new
approach pavement.
1.5.7 Pier Sketch 1. Show proper type of pier for abutment used.
2. Show correct number of columns. See Figures 3.7.1-1 and 3.7.1-2 in
the Bridge Manual.
3. Make sketch to scale for esthetic evaluation of pier shape.
4. Add crash wall for railroad jobs. See Figure 3.7.3-1 in the Bridge
Manual.
5. Provide dimension from ground line to top of crash wall.
6. Show open joint in caps and construction joint in base wall for long piers.
See Section 3.7.3 in the Bridge Manual.
7. In general use circular columns for railroad piers.
8. Encase pile bents in debris laden streams.
9. Show median ditch elevation.
1.5.8 Supplemental 1. Provide section at W.T. showing 600 mm or 1.5 m slopewall or riprap
Sections extension.
2. Show 50 mm riser with triangular top. See Section A-A, Figure 3.9.4-
1 in the Bridge Manual.
3. Show section thru slopewall - I.C.G. RR has special requirements.
(1 m deep toe).
1.5.9 Title Block General plan, marked route over feature name, designated fund, route,
section, county, station and structure number.
1.5.10 Profile Grade 1. Show location, grades, curve length and elevations and stations of
PVC, PVT & PVI.
2. Show all profiles for roads over and under.
1.5.12 Location Show Range, Township, Principle Meridian, Section Numbers, North
Sketch Arrow and Proposed Structure.
1.6.1 General 1. To become familiar with the project the designer should review the
previous correspondence, bridge condition report, structure report,
hydraulic and foundation recommendations, previous shop plans if any
and existing plans.
2. The checklist of items below is given for guidance only and is not all
inclusive. The designer and the checker should supplement this
checklist with additional material suitable to the specific project to
achieve a better quality control. The referenced figures are included
in the Bridge Manual unless otherwise indicated.
3. The plans, Standard Specifications, Supplemental Specifications,
recurring Special Provisions and Special Provisions form the contract
documents. The designer has the responsibility to see that there are
no errors or omissions and possibilities of misinterpretation by the
contractor.
4. Plans depict the scope of work graphically. Generally they define
extent, locations, sizes, thicknesses and similar quantity consider-
ations. Specifications describe the quality of material and equipment,
the installation methods and techniques and the results to be achieved.
Requirements should be defined in only one place. Only where special
emphasis is required will items be covered by both the Special
Provisions and shown on the drawings.
5. For each project the consultant's performance will be evaluated for
timeliness in meeting schedules, cooperation, coordination, quality and
adequacy of structural design and plans, drafting quality, extent of
corrections and initiative in identifying design issues.
1.6.2 General Plan 1. Check conformance with approved TSL plan and make sure that the
and Elevation following information shown on the TSL plan is not included in the Final
Plans.
a) Bridge omission.
b) Estimated pile capacities, lengths and allowable soil bearing
pressure. Show only the pile type.
c) Cross section, section thru abutment, pier sketch etc.
d) Roadway data (highway classification).
e) Do not show limits of structure excavation. These limits are
governed by standard specifications.
2. Confirm inclusion of the following information if there are integral
abutments:
a) Limits of porous granular embankment and pipe drain with filter
cloth. See Figure 3.6.12-1.
b) Bridge approach pavement. Standards should be included with
roadway plans.
3. Show name plate lettering and show location of name plate on plans.
If it is rehabilitation add note on relocating the existing name plate. See
Figures 3.10-1 thru 3.10-3.
4. Include all applicable general notes. See Section 3.1.3.
a) Specify type of paint system and Munsell number. Consult with
District.
b) Specify method of cleaning for existing beams.
5. Total Bill of Material :
Try to use coded pay items as much as possible. Verify to see if non-
coded pay items are properly covered in the Special Provisions. Note
any missing pay items. Incidental items should be included in a specific
pay item. Do not make an item incidental to contract.
6. Show slope wall details. See Figure 3.9.4-1.
7. Affix structural seal and signature.
8. Limits of temporary sheet piling indicating top and bottom elevations
and lengths shall be shown in the plan. Add note stating that the
information shown is estimated.
9. Stage construction line if any.
1.6.3 Footing 1. For dual structures, single structure on curved alignment and other
Layout, Stage unusual situations, footing layout should be shown. See Figures
Construction
3.1.8-1 thru 3.1.8-3.
Details, Etc.
2. Sketches showing the stage removal and stage construction of the
superstructure and limits of removal of the substructure should be
shown. Generally show 4 elevation views: Stage I Removal; Stage I
Construction; Stage II Removal; Stage II Construction.
3. Show location of temporary concrete barrier and temporary bridge rail.
Use of temporary bridge rail should be limited to existing portion of the
deck. Utilize the Standard Base Sheets R-25 (M) and R-27 (M).
4. Is the cost of removal of non-standard items properly accounted for (e.g.
removal of existing bridge rail etc.) by notes or Special Provisions?
5. Show detail of partial and full deck patching shown where applicable.
See IDOT “Guidelines for Bridge Deck Repair Projects” dated July
1996.
6. Is there a suggested sequence of construction shown when neces-
sary?
2. Plan
a) Design the area of the main reinforcement and distribution of
steel in accordance with Figure 3.2.2-1 and Section 3.2.2.
b) Make sure top and bottom reinforcement are lapped at different
locations. See Section 3.1.4.
c) Specify minimum lap lengths.
d) Show top bars in the slab under the curb lapped with alternate
transverse bars at the top of the slab. See Figure 3.2.4-2.
e) The section at the top of the slab should be shown.
3. See Section 3.2.8 for deck pouring sequence. If required, the pouring
sequence should be shown on the plans.
4. Show the notes on epoxy coating of the bars, etc.
5. Show expansion joint requirements and details. See Section 3.4.
6. Show deck drainage system and locations. See Figure 3.2.10-1, Base
Sheets DS-1 (M) thru DS-4 (M) and memoranda to Designers.
7. On stage construction jobs, check dimension designations, bar call-
outs, bar splicers. See Base Sheet BSD-1.
1.6.7 Framing Plan 1. A framing plan for steel layout must be shown.
and Beam/ a) Show beam/girders spacing, lengths.
Girder Details
b) Show diaphragm/cross frame locations for beam/girder struc-
tural requirements. See Figures 3.3.17-1 thru 3.3.17-9.
c) If curved, a table of layout dimensions is required. See Figure
3.3.13-1.
d) North arrow is required.
1.6.10 Standardized Ensure that all applicable Standard Base Sheets, such as temporary concrete
Details barrier, anchor bolts, expansion joints, drainage scuppers, bar splicer, con-
crete pile standards, etc. are included.
1.6.11 Special 1. Do not provide Special Provisions for items included in the Standard
Provisions Specification.
2. Non standard items should be adequately covered by Special Provi-
sions.
3. Include all applicable Special Provisions currently in use. The District
may be contacted for current available specifications.
1.6.12 Pay Item Provide pay item work sheets and submit with final plan prints and special
Worksheet provisions.
1.7 Phase II
Consultant
R equirements for Submittal of Detailed Plans and Other Documents for an
Interim Review by the Bureau of Bridges and Structures:
Contracts
After reviewing this document, the Bridge Office will decide either (a) to have
a meeting with the design Consultant for an “Interim plan-review” or (b) to notify,
with comments if any, the Consultant to proceed with the finalization of the plans
without a meeting. At this time the Consultant will be informed of the name and
phone number of the contact person within the Bureau of Bridges and
Structures. Even though an interim review is made by the Bridge Office it is the
total responsibility of the design Consultant to submit final plans that are 100%
complete, are devoid of errors and sealed by an Illinois Licensed Structural
Engineer. Errors in items or subjects not discussed or commented on by the
Department shall be the sole responsibility of the design Consultant.
1.7.1 "Interim Plan- The Consultant Engineer responsible for sealing the plans will be required to
Review" attend the meeting in the Central Office with the personnel from the Bridge
Meeting
Design Section of the Bureau of Bridges and Structures. After receiving
Requirements
comments on the “Plan Development Outline” document, the Consultant
should set up a mutually acceptable date for this meeting as required. The
Consultant shall respond within 10 calendar days of the first notification date
to set the "Interim Plan Review" meeting date. The following items should be
made available to facilitate discussions:
Apr. 99
Section 2 Planning
Table of Figures
2.1 Type, Size, and Location Plans .................................................... 2-1
Figure 2.6.1-1 Single Structure Bridge Geometry Abutment Policy ........ 2-44
Figure 2.6.2-1 Berm Width Details.......................................................... 2-45
Figure 2.6.2-2 Berm Width Details.......................................................... 2-46
Figure 2.6.3-1 Bridge Crown Policy ........................................................ 2-47
Figure 2.6.4-1 Method of Attaining Superelevation ................................. 2-49
Figure 2.6.6-1 Typical Stream Crossing Slope Protection Layout .......... 2-50
Figure 2.6.6-2 Toe Stone Riprap Treatment Stream Crossings .............. 2-51
Figure 2.6.6-3 Flank Stone Riprap Treatment Stream Crossings ........... 2-52
Figure 2.6.7-1 Encasement of Piles in Pile Bent Piers ........................... 2-54
Figure 2.6.8-1 Pile Bent Piers in River Crossings .................................. 2-57
Figure 2.6.9-1 Phoebe Nesting Site on Box Culvert ............................... 2-59
Figure 2.6.10-1 Sample Permit Sketch ..................................................... 2-60
Figure 2.6.10-2 Sample Permit Sketch ..................................................... 2-61
Figure 2.6.10-3 Sample Permit Sketch ..................................................... 2-62
Figure 2.6.10-4 Sample Permit Sketch ..................................................... 2-63
Figure 2.6.10-5 Sample Permit Sketch ..................................................... 2-64
Figure 2.6.12-1 Integral Abutment Corbel Notch for Traffic Barrier
Terminal, Type 6 ............................................................. 2-68
Apr. 99
2.8 Sample TSL Plans ....................................................................... 2-72
Apr. 99
Bridge Manual Section 2 - Planning
Section 2 Planning
2.1 Type, Size,
and Location
T he bridge planning process encompasses the collection of the site
information, its analysis, the application of established policies and practices,
Plans
the consideration of the alternates and their respective economic evaluations
for the purpose of establishing the bridge configuration that is the most cost
effective and functionally, structurally and aesthetically appropriate.
The Planning Section of the Bridge Manual has been developed as a guide
and a control for the preparation of Type, Size and Location Plans (TSL) and
for the promulgation of policy interpretations of the control documents. Since
many of the controls and guides for the proper development of TSL Plans are
found in documents issued by other Bureaus, the Planning Section of the
Bridge Manual will also serve as a source manual for ready reference in
locating the appropriate planning policies.
2.1.1 Reference In addition to the AASHTO “Standard Specifications for Highway Bridges -
Materials Division I”, familiarity with the following manuals and documents is necessary
to properly develop a TSL Plan for a structure over which the State has review
authority:
These reference materials form the basic criteria which control all TSL Plans
prepared for the State. With the exception of the “Standard Specifications for
Highway Bridges”, which may be obtained from AASHTO, the reference
manuals and documents can be obtained from the issuing Bureau.
2.1.2 Presentation Since the TSL Plan is generally utilized as the cover sheet for the detailed
of Work plans, care should be exercised in its layout and presentation. Unnecessary
details, out-of-scale drawings, and non-standard lettering should be avoided.
The plan and elevation views should be presented on one sheet to provide a
clear picture of the complete structure. Detailed dimensioning outside of that
necessary to establish geometric and structural controls is not desirable;
however, the planner should make the necessary calculations and scaled
sketches to assure a well proportioned and aesthetic structure. See Section
2.8 for sample TSL Plans.
2.1.3 Job All bridges that are built under the jurisdiction of the State of Illinois are
Identification inventoried and provided with a Structure Inventory Number. To facilitate job
identification on projects involving existing structures, all plans processed
through the Bureau of Bridges and Structures shall include as a part of the
project identification, the Structure Inventory Number. The Structure Inventory
Number is assigned by the Bureau of Program Development in each District.
2.1.4 Design The Standard Specifications for Highway Structures allows the option of using
Criteria either service load or strength (load factor design) methods in specified areas
of design. To realize the savings generally resulting from strength methods,
load factor design shall be used wherever this option is allowed by the
specifications.
Seismic data shall be provided on TS&L's for all structures except buried
structures and shall only be provided on TS&L's for retaining walls as directed
by the Bureau of Bridges and Structures. When required, the following data
shall be given: Seismic Performance Category (SPC), Bedrock Acceleration
Coefficient (A), and the Site Coefficient (S). See Figure 2.1.4-1 for the
Acceleration Coefficient map of Illinois.
Figure 2.1.4-1
Page 2-4 Apr. 97
Bridge Manual Section 2 - Planning
2.2 Bridge
Planning
T he Structure Report, Form BBS-153 (Current Revision), is the instrument
utilized for the compilation of data necessary for the preparation of a TSL plan.
Process
Submittal of a properly completed Structure Report together with a request
from the District is the impetus for this office to proceed with the development
of a TSL plan or to review and approve a TSL plan prepared by a consultant.
Upon receipt by the Bridge Planning Section, the Structure Report will be
reviewed for completeness of information and, if in order, used as the basis for
the preparation and/or review of the Type, Size and Location (TSL) plans.
Figure 2.2.1-1
Page 2-6 Apr. 99
Bridge Manual Section 2 - Planning
Figure 2.2.1-2
Apr. 97 Page 2-7
Bridge Manual Section 2 - Planning
2.2.2 Preliminary and Hydraulic Analysis and the Foundation Analysis, it is the responsibility of
Planning
the bridge planner to establish the cost-effective bridge type and size and to
locate the substructure components. The TSL, Type Size and Location, plan
is prepared for use in obtaining the agreement of the responsible parties and
subsequently for use as the basis for developing the construction plans.
TSL plans shall be prepared and processed for all bridges including multiple-
opening box culverts, retaining walls in excess of 3 meters, sophisticated
retaining wall designs of any height and all other highway structures where
agreement on the general configuration prior to detail design is appropriate.
2.2.3 Type, Size Bridge type, size and location are to be established under the principles of
and Location overall project economy and are subject to the various site factors and
conditions peculiar to the project. Detailed configuration proposals must,
therefore, be based on comprehensive geometric, structural and economic
analyses. However, the following general guidelines may be used in making
initial recommendations in the Structure Report or to establish approximate
bridge lengths, profile grades and project costs prior to the detailed planning
of the structure.
Bridge Length.
Bridge Length is determined by the location of the abutments. The location
of the abutments is dependent on the method used to terminate the approach
embankment and transition to structure. Where the embankment is to be
terminated by means of a stable end slope, an "open" abutment is located at
or near the top of the end slope. End slopes shall be 1:2 or as otherwise
established by a geotechnical stability analysis. Where the embankment is to
be terminated at a vertical plane, a "closed" or earth retaining abutment is
located at that plane. The use of an end slope to terminate the embankment
results in a longer bridge than one using a closed abutment; however, overall
bridge costs are generally lower with the open abutment design because of the
high cost of closed abutments. Closed abutments are seldom economical
where their height exceeds 3 meters and should not be used without a detailed
cost investigation.
Footing supported piers are of many types. Footings may be "spread" (soil or
rock supported) or may be supported by piling. Pier shafts may be solid walls,
walls with cantilever extensions (hammerheads), or may consist of a multi-
column frame mounted on a plinth or "crashwall".
Superstructure Types.
Figure 2.2.3-1 provides a list of commonly employed superstructure types; the
span ranges for which they are applicable; and the approximate construction
depth, profile grade to low beam, required for their use. Superstructures may
be of any of the types listed for the span length ranges indicated. Where two
or more types are applicable to the span length and depth requirements of the
site, the choice shall be made on the basis of comparative cost. The values
provided are general guidelines only and should not be used for detailed TSL
determination.
2.2.4 TSL Plan After completion of the type selection studies, the TSL plan is to be prepared
Content to illustrate the proposed configuration. The TSL plan shall be prepared as
a full size drawing to the same plan preparation standards required for contract
plans. The plan sheet shall be presented in a form that will allow for its eventual
refinement as the "General Plan" sheet, the cover sheet for the contract bridge
plans. The following is a list of items that must be shown on the plan when
applicable to the proposed bridge:
1. Elevation view
2. Plan view
3. Cross section through superstructure
4. Outlines of existing bridge
5. Roadway classification data
6. Location sketch
7. Waterway information
8. Profile grade data
9. Horizontal curve data
10. Channel change sketch and cross section
11. Design specifications, loading, allowable stresses, and seis-
mic data
12. Sections through abutments and piers showing superstructure
joints
13. Sketch of typical pier in elevation
14. Stage construction order and limits
15. Description of existing bridge and structure number
16. Location of borings
The plan must also document the approved foundation treatment. The
following information is required to provide this documentation:
2.2.5 Plan The TSL plan is the means of obtaining agreement from all interested parties
Processing - on the general bridge configuration prior to the development of the final plans.
State Design
To obtain this agreement, the plan should normally be processed as follows:
B. When levees or federal civil work projects are affected, the District shall
obtain the Corps of Engineers and/or Levee Authority's approval of the
plan and so notify the Bridge Planning Section.
D. After approval by the District Engineer and other parties with interest
and after all required revisions are made, the Engineer of Bridges and
Structures will approve the TSL plan as the basis for the preparation
of final plans and direct that preparation.
E. TSL plans for interstate bridge projects which are deck replacement,
superstructure replacement, widening or complete replacement and
Concurrently with the TSL plan processing, the Bridge Planning Section will
obtain construction permits, when required, from the Department of Natural
Resources and the U.S. Coast Guard.
2.2.6 Plan The District Engineer is responsible to direct and supervise work performed
Processing - by Consultants. TSL plans developed by Consultants are normally processed
Consultant
as follows:
Design
A. The Consultant provides the completed TSL plan to the District where
it is reviewed for agreement with the Project Report and other project
requirements.
B. Concurrently with the above submittal, the TSL plan, along with the
Structure Report, is transmitted by the Consultant to the Bureau of
Bridges and Structures for review by the Bridge Planning Section. The
Bridge Planning Section may make corrections to the plan or request
revision and resubmittal from the District.
C. After Bridge Planning Section review, TSL plans for railroad grade
separations will be transmitted by the Bureau of Design and Environ-
ment to the railroad company for approval.
wish to delay directing the Consultant to proceed with the final plans
until FHWA approval has been obtained - depending on the degree of
complexity or controversy involved in the proposed design.
In instances where TSL plans are to be prepared by the State for Consultant
final design, the plans will be processed according to Section 2.2.5.
As with State design, the Bridge Planning Section will apply for construction
permits from the Department of Natural Resources or the U.S. Coast Guard;
however, the permit drawings should generally be provided by the Consultant.
2.2.7 Retaining The following four phases shall be evaluated for preparation of TSL plans for
Walls retaining walls.
1. Site Investigation:
Before any decisions can be made concerning wall feasibility or econom-
ics, an adequate subsurface investigation, including cross section data,
must be completed. See Section 2.2.8 to determine adequate subsurface
investigation.
2. Feasibility Study:
The first alternate to be considered should always be a "no-wall" alternate
which means that the soil is to be laid back on slopes to eliminate the need
for earth retention. This may often require additional right-of-way, earth
work and/or relocation of utilities and existing structures; all of which, along
with slope stability, must be considered in determining the feasibility of the
"no-wall" alternate. The next step, if the wall can not be eliminated, is to
study a combination of slope and wall types, when aesthetically accept-
able, to minimize both wall length and height. The various retaining wall
types derive their support in differing ways and means and each should be
evaluated based on soil/structure interaction, constructability and avail-
ability. The feasibility, complexity and extensiveness of temporary shoring
systems required for construction of some wall types must also be
evaluated.
3. Economic Evaluation:
For those alternates determined feasible through the above process,
including the "no-wall" alternate, a direct cost comparison including the
cost of temporary shoring systems must be performed.
4. Presentation:
Proprietary wall plans will not be allowed to serve as TSL plans nor will they
be allowed as contract plans. Proprietary plans are supplied to the
Department by the contractor under contract terms, when a particular
proprietary wall is chosen by the contractor. Retaining wall TSL plans
should not be drawn on plan and profile sheets. Final plans must not be
submitted with the intent that they will also serve as TSL plans. The TSL
plan should consist of a plan view, elevation view and necessary cross
sections. Sufficient sections should be provided to properly show details
such as drainage, changes in topography, wall termination methods and
temporary construction methods.
The designer is responsible for checking the overall wall stability, construction
slope stability, allowable soil bearing capacity and settlements along with other
geotechnical engineering analysis required in the feasibility studies. There-
fore, designers responsible for wall projects shall have the proper structural
as well as geotechnical expertise.
2.2.8 Foundation Structure borings shall be secured for bridges, culverts, retaining walls and
Borings for other highway structures. The Bridge Condition Report (BCR) must be
Structures
completed and approved before a foundation boring program can be initiated.
Using the drawings and the approximate abutment stations, culvert or wall
length from the BCR, the subsurface exploration program shall be developed
as follows:
I. Structure Borings
Estimate the culvert length and plan a boring program according to the
following schedule:
If hard drilling (N > 60 blows/300 mm), in glacial till or very dense granular
soil, is encountered at the termination of a boring to required depth, that
boring shall be extended a minimum of four (4) sampling increments or 3
m through such deposit.
Shelby tube borings are made in order to obtain relatively undisturbed soil
samples for more accurate testing and subsequent assignment of proper
soil parameters for analysis. Generally speaking, Shelby tube borings are
taken in weak cohesive soils. They are indicated where embankment
slope stability and/or settlement are judged to be marginal or below
standards for design. For slope stability, strength and other soil property
tests, such as unconfined compressive strength tests, triaxial tests, unit
weights, moisture contents and soil classification shall be performed. For
settlement, consolidation tests shall be performed.
When the structure boring Qu values are less than Qucrit , shelby tube
borings shall be made.
It is the Department's practice, when taking Shelby tube samples, to offset from
the initial structure boring location and push continuous tubes from the ground
surface to the base of the weak soil zone. Isolated shelby tube samples within
a split-spoon structure boring are discouraged.
50
Factor of Safety = 3
45
40
)
ve
ur
C
e
ic
ct
a
35
Pr
nt
re
ur
Allowable Side Resistance (kPa)
(C
30
(Origin al Curve)
25
20
15
10
5
Allowable Side Resistance
as a Function of Qu
for Cohesive Soils
0
0 50 100 150 200 250 300 350 400 450 500
Unconfined Compressive Strength "Qu" (kPa)
Figure 2.2.8-1
Apr. 97 Page 2-23
Bridge Manual Section 2 - Planning
100
Factor of Safety = 3
90
80
le
Pi
re
70
ua
ile
Sq
P
m
e r
m
et
Allowable End Bearing (kN)
6
60 am
35
i
D
m
m
6
35 le
50 r Pi
e
met
a
Di
5 mm
40 3 0
30
20
10
Allowable End Bearing
as a Function of Qu
for Cohesive Soils
0
0 50 100 150 200 250 300 350 400 450 500
Unconfined Compressive Strength "Qu" (kPa)
Figure 2.2.8-2
Page 2-24 Apr. 97
Bridge Manual Section 2 - Planning
750
Factor of Safety = 3
700
650
600
550
el
500
v
Allowable Side Resistance (kPa)
ra
yG
450
nd
nd
Sa
Sa
e
rs
400
a
d
Co
n
Sa
to
350 m
nd
m
iu
iu
d S a
e
ed
M M
ine
300 F nd
n
a
ea
S
Cl
ilty
S
250 n e
Fi
ry
Ve
200 l
Til
rd
Ha
150
100
Figure 2.2.8-3
Apr. 97 Page 2-25
Bridge Manual Section 2 - Planning
110
100
d
re
i
qu
90
Re
e
Ar
Critical Unconfined Compressive Strength "Qu crit." (kPa)
es
80
ub
yT
elb
Sh
70
ch
hi
W
w
lo
60
Be
en
Li
u
lQ
50
ca
i ti
Cr
40
30
20
10
Critical Unconfined Compressive Strength
Requiring Shelby Tubes
as a Function of Proposed Fill Height
0
0 1 2 3 4 5 6 7 8 9 10 11 12
Proposed Embankment Height (m)
Figure 2.2.8-4
Page 2-26 Apr. 97
Bridge Manual Section 2 - Planning
2.3 Preliminary
Bridge
P rior to initiation of Type, Size and Location Plans for a structure, an
investigative procedure to establish the proper alignment and/or the scope of
Investigations
work to be performed for a project is followed in the Location Study phase. The
purpose of this procedure is to establish the alignment, develop a profile grade
line, provide an environmental assessment and determine and address those
factors affecting the socio-economic conditions and the overall impact of the
project on the area through which the alignment passes. The results of these
procedures and studies are summarized in the Location Study Reports (Project
and Design Reports).
2.3.1 Proposed The bridge information necessary to complete the location study phase varies
Bridge with the complexity and type of project under consideration; however, all bridge
Drawings
projects require the submittal of a “Proposed Bridge Drawing” to the Planning
Section for review and approval. The Bureau of Design and Environment will
utilize this drawing in the Location Reports. Requirements for a Proposed
Bridge Drawing are also addressed in Design Memoranda 95-21 and 95-31.
For major stream crossing projects, the determinations made in the Location
Study phase in regard to vertical profile and the horizontal alignment are
typically refined to the point where minor adjustments in the TSL or design
phases will not significantly affect the project impacts. Because of the
potentially large variations in structure depths between major river crossing
structures types, high and low vertical profile options may have to be
addressed. Sufficiently significant impacts caused by either the high or low
profile options might lead to the elimination of certain structure types from
further consideration.
The location study phase bridge information requirements for all other bridge
projects are normally satisfied by the Proposed Bridge Drawing.
Figure 2.3.1-1
Apr. 97 Page 2-29
Bridge Manual Section 2 - Planning
2.3.2 Bridge Type A Bridge Type Study is the process by which the most appropriate structure
Studies type for a given location is determined and is a compilation of the necessary
economic, aesthetic and site evaluations which lead to that selection. A well
conceived Bridge Type Study would consider the structure types feasible for
the site parameters or environmental commitments, provide the reasoning for
eliminating or developing particular alternates and provide cost estimates for
all alternates considered and the rationale for the selection of the structure type
chosen. As such, a Bridge Type Study is necessary for the preparation of a
TSL plan.
If situations exist that obviate the use of all but one type of structure, the Bridge
Type Study could consist of as little as a paragraph describing the limiting
conditions leading to the structure type selection.
In each situation described above, the Bridge Type Study is a part of the
planning computations which justify the TSL Plan and as such is not submitted
for review. However, for major river crossings or when requested by the
Bureau of Bridges and Structures, a Bridge Type Study becomes a formal
report requiring the approval of the Bridge Planning Engineer before prepa-
ration of the TSL Plan can commence. Such a report would provide, in addition
to the above, detailed economic evaluations for the viable alternates, span
length versus pier height studies for the approaches, pier type structural and
aesthetic studies, for the main spans and the approaches, structure type
aesthetic studies, and architectural presentations of the alternate systems
presented in the report. Since AASHTO Specifications do not specifically
address some of the long span bridge types associated with major river
crossings, the report should also document unusual design procedures
contemplated, deviations from or variations of AASHTO Specifications to be
used, special materials or details proposed or tests anticipated.
The Design and Environment Manual should be consulted for further informa-
tion on the structure geometrics and TSL process.
2.3.3 Economic It is the philosophy of the Bureau of Bridges and Structures that all structures
Evaluation are to be planned within the constraints of site requirements and policy such
that the selected bridge configuration will result in the minimum structure cost.
The minimum structure cost shall be established on the basis of initial structure
cost with due consideration given to replacement and maintenance costs.
More than minimum costs are justifiable when it will result in either the minimum
overall highway project cost, reduced annual maintenance costs or where
other intangible benefits are derived. The use of cost premiums shall be
supported by proper economic documentation.
2.3.4 Aesthetics Each structure should also be evaluated for aesthetics. It is seldom practical
to provide cost premium aesthetic treatments without a specific demand but
careful attention to the details of the lines and forms used will generally result
in a pleasing structure appearance.
One of the most significant design factors contributing to the aesthetic quality
of a highway might variously be termed unity, consistency, coherence or
continuity - that quality which makes it appear that the whole has been
consciously designed to present a “highway theme”. Highways are not, from
an aesthetic design point, easily divisible, particularly the modern interstate or
freeway with long sight distances, therefore, every element in the highway
complex should relate directly or indirectly to the others if the desired theme
is to be realized.
The thematic concept for highway design can normally be accomplished within
the general guides of the standards developed by the Department for both
structures and roadways requiring only minimal special designs and accom-
plished with minor project cost increases.
It is anticipated that special situations and projects will arise where new
concepts and details will require development to fulfill the aesthetic needs of
a given project. These details and concepts should be developed and
coordinated with the appropriate District and the Bureau of Bridges and
Structures.
2.4 Bridge
Geometry
B ridge geometric policy is the application of highway geometric design
policies to the design of bridges, and generally defines the relationship
between the physical limits of a structure, the supported roadway and the
obstruction or obstructions bridged.
Any deviation from these policies must receive prior approval from the Engineer
of Bridges and Structures.
2.4.1 Skew Angle The relationship between two or more intersecting elements (skew) of a
roadway shall be shown on all TSL plans. See Figure 2.8-1 thru 2.8-7 for proper
application of this requirement.
2.4.2 Horizontally Bridges located on horizontally curved alignments present special problems
Curved in layout, design and construction. Because of this, the effect of curvature must
Alignments
receive careful consideration in the planning stages to assure a problem free
structure that is economically and structurally justifiable. An increase in the
Maximum Offsets
Shoulder
Width 1
75 mm to 5
75 mm. 300 mm.
300 mm
3 3
Widen Widen Curve
< 1.2 m
Structure Structure Structure
2 4
Split Split Curve
> 1.2 m
Offset Offset Structure
See Figures 2.8-6 and 2.8-7 for the layout of a horizontally curved structure.
2.4.3 Vertical Vertical clearance is defined as the clear vertical distance between the low
Controls superstructure and the usable roadway width including shoulders.
The location and value of the minimum vertical clearance provided should be
shown on all TSL Plans. The minimum vertical clearance requirements for
structures over a roadway, railroad or stream crossing are specified in the
Design and Environment Manual.
2.4.4 Horizontal The minimum horizontal clearance must be provided from any obstruction such
Controls as piers, abutments, etc. for the safety of the traveling public. The minimum
horizontal clearance requirements are shown in the Design and Environment
Manual. For very high unit cost bridges, reduced horizontal clearance may be
provided; however, all reduced clearances must be economically justified and
barrier protection must be provided.
2.5 Structure
Rehabilitation
I n the course of maintaining a highway system to accepted standards, it
becomes necessary to rehabilitate or replace structures which have become
either functionally or structurally obsolete or physically deteriorated to the point
that structural capacity is significantly impaired. To do this, and to assure a
cost effective and viable structure rehabilitation procedure, specific policies
and systems to address the special problems and considerations of structure
rehabilitation have been developed. These procedures, practices and policies
are detailed in the following paragraphs.
2.5.1 Bridge A Bridge Condition Report for Deck Repair is required whenever the scope of
Condition rehabilitation work anticipated is limited to deck and minor structural repair
Reports
without widening or replacement options. Since the geometrics of the structure
will not be altered, this type of work will normally not require a TSL plan. See
the “Guidelines for Bridge Deck Repair Projects” for the appropriate evaluation
procedures.
When it becomes apparent that the scope of work necessary for structure
rehabilitation will exceed deck repair, submittal of a Bridge Condition Report
(BCR) is required. Requirements for BCR’s are also addressed in Design
Memorandum 95-21 and Design Memorandum 95-31.
Since the BCR is the vehicle by which the scope of work to be performed is
defined, it is imperative that the information presented be as thorough and
detailed as possible to allow an accurate and in-depth evaluation of the scope
of work recommendations. Of particular concern is the physical condition of
all elements to be retained for re-use in the rehabilitation project. All potential
problems such as scour, shifted or frozen bearings, out-of-plumb elements,
substructure movements, deterioration, anticipated vertical or horizontal
alignment changes and important cracks should be reported and accompanied
by explanatory sketches and photographs to aid the evaluation of the
recommended scope of work. Colored photographs and properly-scaled
drawings are very valuable tools and provide a permanent record of the
conditions existing at the time of the inspection and are of great use in
evaluating the suitability of re-using specific structural elements. The photo-
graphs and sketches should be of sufficient number to cover all areas of the
structure.
The Bridge Planning Section is available, upon request, to assist with the
evaluation of problem structures or site locations.
The remaining fatigue life of all structural steel beams or girders with Category
E or E' details must be evaluated.
Steel beams or girders with pin and hangers should be evaluated for
elimination of this fracture critical detail by making the beams or girders
continuous whenever possible.
current MS18 live load. If the proposed dead load is greater than 110% of the
existing dead loads, further investigation including, but not limited to, a review
of pile driving records should be performed.
In-kind pier widenings, with additional footings and/or piles typically do not
require further analysis. When the original design concept is changed, such
as replacing a series of simple spans with a continuous superstructure, the
existing substructure must be evaluated for increased reactions from the
superstructure, as well as overturning and bending forces that were not
present in the original design. In this case, live loads shall be considered.
The re-use of bridge components for which the original plans are not available
is not recommended. Proposals of this nature will be considered only when
the Bridge Survey provides complete information on the component’s sound-
ness, make-up and dimension and the proposed loading conditions will remain
essentially unchanged.
2.5.2 Existing A properly completed Structure Report for a rehabilitation project must
Bridge Survey contain the necessary information required for TSL plan development. Of
utmost importance on these projects is the existing Bridge Survey which
verifies that all components proposed for re-use are located and constructed
in accordance with the original plans or provides full information on any
apparent variances or movements. The survey should include the accurate
measurement of center-to-center of bearings and bearing seat elevations
which are of paramount importance to the designer in the preparation of a
reliable set of plans. The Bridge Survey should also provide the dimensions
of deteriorated areas of concrete and structural steel that are to be repaired
or replaced.
2.5.3 Staged When staged construction has been determined to be the most cost effective
Construction alternate to provide for traffic flow during the reconstruction process, staging
sequences must be shown on the TSL plan. See Figure 2.8-5 for a typical
staging plan. Where a wide-load detour is not available, the minimum lane
width for a single lane staged roadway shall be 4.2 m. If a separate wide-load
detour is provided, a minimum lane width of 3 m may be provided. The minimum
lane width for multiple lane widths shall be provided in increments of 3 m. Each
of the above lane widths should be considered as minimums and additional
width should be provided whenever practical.
2.5.4 Abutment Abutment caps and/or walls are typically widened by either extension in-kind
Widening or by providing a cap cantilevered from the existing abutment. The use of a
cantilevered cap is normally a function of the structural capacity of the existing
abutment, imbalance of the deck system during construction staging or the
structural limitations of the cantilever itself. Since the cantilever method of
extension is normally more economical than extension in kind, a cantilever
should be used whenever it is both structurally and economically feasible.
The extension of the abutment cap beyond the existing embankment width by
cantilever on a closed abutment leaves the wingwalls inadequate and creates
a void between the existing and proposed shoulders adjacent to the abutment
cap. The approach shoulder beam treatment was developed to retain the
2.5.5 Pier Widening The widening of solid piers is typically accomplished by one of three methods.
The first method utilizes cantilever construction and is accomplished by
rebuilding the pier cap to the required width by extending cantilever arms out
past the pier shaft. This method is limited by the capacity of the pier to accept
the additional dead load and by the length of the cantilever arm.
The second method utilizes open or encased pile bent construction to extend
the pier to the necessary width. This method is limited by the capacity of the
pile bent construction.
The third method for pier extension is an extension of the pier with the same
type of construction as used on the original pier. This method is the most costly
of the three options and is generally used when the other options prove
unacceptable for either structural or physical reasons.
Other pier types such as pile bents or open columns are typically widened with
in-kind construction. Crash walls and footings shall be connected to the
existing crash walls and footings in all cases. On framed piers with cantilivered
caps, the pier caps shall not be attached and shall be designed accordingly.
All other pier types shall have a full connection at the cap. The normal
distribution of dead and live loads to the beams or girders of both the existing
and widened portions may be assumed when following these criteria.
The intended design approach consistent with the planning review shall be
stated on the TSL plan.
2.5.6 Abutment and In locating new substructure units for bridge replacement projects, care should
Pier Location be exercised to avoid locating new units within the area of influence of the old
units. When increased structure length or unusual span length or arrangement
result from avoidance of conflict between new and old substructure units,
appropriate economic evaluations must take place to determine whether
removal of the existing substructure unit or units or an increase in span length
and/or structure length is the most cost-effective solution.
2.6 Planning
Practices
T his Section has been developed to provide ready access to the basic
parameters, common details and necessary information to facilitate bridge
planning.
2.6.1 Pile Cap Figure 2.6.1-1 depicts the preferred methods of treating an abutment berm for
Abutment a single structure with or without varying elevations between exterior beams.
Geometry These sketches are presented as guides and it is anticipated that situations
will occur which will fall outside the limits defined here. These situations will
require combinations of the treatments shown or unique solutions to solve
specific problems.
2.6.2 Berm Widths Figures 2.6.2-1 and 2.6.2-2 are provided to show the development of berm
widths for open abutment structures.
2.6.3 Deck Cross Figure 2.6.3-1 indicates the deck cross slopes for structures with various
Slopes combinations of lanes and medians. These slopes are appropriate for all new
bridge superstructures. Cross slopes for redecking projects should be
considered on an individual basis to avoid excessive fillets and undesirable
additional dead loads.
2.6.3.1 Sidewalk- The general procedure for new construction of sidewalks and bikeways on
Bikeway bridges is to slope the surface transversely away from concrete parapets. This
Configuration will avoid the need for any surface drainage through concrete parapets. The
typical cross slope is 1.7 %. See Base Sheets R-28 (M), R-29 (M), R-32
(M), R-33 (M) and Figure 3.2.4-4 for detailded configurations.
Figure 2.6.1-1
Page 2-44 Apr. 97
Bridge Manual Section 2 - Planning
Figure 2.6.2-1
Apr. 99 Page 2-45
Bridge Manual Section 2 - Planning
Figure 2.6.2-2
Page 2-46 Apr. 97
Bridge Manual Section 2 - Planning
Figure 2.6.3-1
Apr. 97 Page 2-47
Bridge Manual Section 2 - Planning
2.6.4 Super- The approved procedure for developing superelevation is shown in Figure
elevation 2.6.4-1. The layout of a structure located within a horizontally curved section
Development
of highway is shown in Figures 2.8-6 and 2.8-7. The appropriate offset
treatment is described in Section 2.4.2.
2.6.5 Selection of Structural steels shall conform to the material and strengths designated in
Structural Table 10.2A of the AASHTO Standard Specifications for Highway Bridges.
Steel
When economics justify, AASHTO M 270M Grade 345 should be used for new
bridges. For widenings, the strength of the existing beams shall be matched.
When M 270M Grade 345 steel is designated for the main longitudinal beam
design of straight beams, AASHTO M 270M Grade 250 shall be designated
for all diaphragms, crossframes, and connecting plates or angles. Wide flange
beams and plate girders shall utilize composite design in the positive moment
areas.
2.6.6 Slope Two layouts of a slope protection system for stream crossing structures are
Protection for shown in Figure 2.6.6-1 and Figure 2.8-3. In each situation, the slope
Stream
protection system is developed to protect the bridge embankment endslopes
Crossings
and areas where stream bank failure could endanger the structure or its
individual components. Figures 2.6.6-2 and 2.6.6-3 indicate the approved
treatments for ending a stone riprap embankment protection system.
Figure 2.6.4-1
Apr. 97 Page 2-49
Bridge Manual Section 2 - Planning
Figure 2.6.6-1
Page 2-50 Apr. 97
Bridge Manual Section 2 - Planning
Figure 2.6.6-2
Apr. 99 Page 2-51
Bridge Manual Section 2 - Planning
Figure 2.6.6-3
Page 2-52 Apr. 97
Bridge Manual Section 2 - Planning
2.6.7 Encasement Pile bent piers are of two general types - open and walled. Generally walled
of Piles in Pile piers are utilized to prevent pile damage and waterway blockage due to the
Bent Piers
collection of debris and ice, while open piers with individual pile encasements
are used to prevent corrosion of steel piles.
1. Channel Bents:
Pile bents in the channel or within 7.5 m of the top of bank as illustrated
with pier locations B, C, and D in Figure 2.6.7-1.
2. Overbank Bents:
Overbank bents, locations A and E in Figure 2.6.7-1, shall not be
provided with solid wall encasement; however, metal shell and steel
H-piles shall be provided with individual encasement extending to 1.2 m
below ground, as at location A, or to 1.2 m below streambed as at
Figure 2.6.7-1
Page 2-54 Apr. 97
Bridge Manual Section 2 - Planning
Also, see Section 2.6.8 for acceptable uses of sacrificial steel to eliminate
individual pile encasement.
2.6.8 Pile Bent Generally, construction of encased pile bent piers in stream crossings is
Piers in River intended to be accomplished without cofferdams. Occasionally, special
Crossings
procedures or means of excavation protection, short of a full fledge cofferdam,
may be necessary. Therefore the following guidelines shall be applied to
structures with an encased pile bent pier in a stream crossing.
1. On all final plans that are being prepared for contract, any encased pile
bent pier located in a stream channel or within 7.5 m from the top of the
main channel banks shall have an extra pay item titled "Structure
Excavation Protection for Pile Bents". (See Bents B, C, and D in
Example 1 of Figure 2.6.8-1). This will allow compensation to
contractors for constructing pile bents with innovative construction
procedures.
2. Pile bent piers shall not be used on major river crossings. The following
rivers are considered to be major:
The Mississippi River
The Ohio River
The Illinois River
The Wabash River
The Rock River
The Navigable reaches of the DesPlaines River
Figure 2.6.8-1
Apr. 97 Page 2-57
Bridge Manual Section 2 - Planning
2.6.9 Culvert Multiple box culverts with a clear height of 1.2 m and greater shall be provided
Nesting with 25 mm ledges, 1.2 m long on each side of all interior walls near the
Ledges
downstream end when these walls contain a single plane of reinforcement bars
located at the wall center.
These ledges provide suitable nesting sites for certain bird species (phoebes
and barn swallows) that tend to nest in man-made shelters. The ledge detail
is depicted in Figure 2.6.9-1.
2.6.9.1 Culvert The invert elevations of all culverts at stream crossing locations shall be set
Invert a minimum of 75 mm below the lowest point in the stream cross section. This
Elevations
will insure that culvert inverts will not become a barrier to fish migration during
low water. The size of the culvert opening does not need to be increased to
compensate for lowering the invert 75 mm. Locations which may warrent lower
invert elevations shall override this policy.
2.6.10 Permit As part of the preparation of plans for stream crossing structures, sketches
Sketches must be prepared for submittal to the agencies having jurisdiction over the
involved waterways.
The U.S. Coast Guard requires permit sketches when navigable waters are
involved. Figures 2.6.10-1, 2.6.10-2, 2.6.10-3, 2.6.10-4 and 2.6.10-5 illustrate
the proper presentation and requirements to be followed in the preparation of
these drawings.
Figure 2.6.9-1
Apr. 97 Page 2-59
Bridge Manual Section 2 - Planning
Figure 2.6.10-1
Page 2-60 Apr. 97
Bridge Manual Section 2 - Planning
Figure 2.6.10-2
Apr. 97 Page 2-61
Bridge Manual Section 2 - Planning
Figure 2.6.10-3
Page 2-62 Apr. 97
Bridge Manual Section 2 - Planning
Figure 2.6.10-4
Apr. 97 Page 2-63
Bridge Manual Section 2 - Planning
Figure 2.6.10-5
Page 2-64 Apr. 97
Bridge Manual Section 2 - Planning
2.6.11 Bridges Over It is the responsibility of the Engineer of Bridges and Structures to obtain from
Navigable the Commandant, United States Coast Guard, a permit approving the location
Waterways
and plans for the construction or alteration of any bridge on the State highway
system over certain navigable waterways. Alteration in this context means any
work that would permanently alter the navigation clearances.
Requirements for navigation lights and vertical clearance gages are estab-
lished by the Coast Guard and become conditions of the permit.
A U.S. Coast Guard Permit is required when a bridge crosses waters which
are used or susceptible to use in the natural condition or by reasonable
improvement as a means to transport interstate or foreign commerce. The
determination of the need for a permit is made by the USCG. The following
table lists those waterways that in the past have required permits under the
foregoing definition. These waterway locations have not been resurveyed in
kilometers and are therefore intentionally shown in miles.
All federally funded bridges over navigable waters which do not meet the above
definition, are exempt from the USCG permit process. The FHWA will make
the exempt status determination in the early coordination phase of project
development. Non-federally funded bridge projects where the permit require-
ment is not apparent after an investigation into stream navigability shall be
referred to the USCG for a permit requirement determination.
In the early stages of project development, the District shall consult with the
Bureau of Bridges and Structures, who will assess the need for a Coast Guard
permit. When a permit is required, the District should initiate coordination with
the USCG at an early stage of project development and provide opportunity
2.6.12 Traffic The Traffic Barrier Terminal, Type 6 is crash tested and approved by the FHWA
Barrier for connection of Steel Plate Beam Guardrail to the approach ends of bridges.
Terminal,
This terminal shall be implemented on applicable projects.
Type 6
Figure 2.6.12-1
Page 2-68 Apr. 97
Bridge Manual Section 2 - Planning
2.7 Attachment of
Utilities on
T he policy on the Accommodation of Utilities on Rights of Way of the Illinois
State Highway System, Illinois Administrative Code 530, governs the attach-
Structures
ment to and assessment for utility installations to bridges and to traffic
structures under the jurisdiction of the Division of Highways. A copy of the most
recent publication of this policy can be obtained from the Central Bureau of
Operations.
2.7.1 Computation A utility company whose facility is to be carried on a structure will be assessed
of Cost an amount equal to the product of the ratio of the mass of facility to the live load
Assessment
for which the structure was designed and the cost of applicable structural items
which contribute to the longitudinal carrying capacity of the structure. Assess-
ment will be made for the full capacity of attachment; for example, if six
telephone ducts are installed, assessment will be made for all six ducts, even
though initially only two ducts might be utilized.
The mass of facility shall include all conduits, cables and pipes, completely
filled, and all material necessary for attachment to structure.
The live load for which the structure is designed is either present-day loading
or any condition of loading previously used in the design of existing structures.
If sidewalk loading was or is incorporated in the design of the structure, it shall
be included in arriving at a proper design live load ratio. Also, whenever the
mass of a utility attachment is included in the design of a structure, the utility
mass shall be included in the design live load ratio.
All items that contribute to the longitudinal carrying capacity of the structure
element shall be included.
Superstructure:
All items of the superstructure exclusive of the roadway deck slab,
sidewalks and railing shall be included. However, when composite
action is utilized in the design, the roadway concrete (deck slab and
reinforcement) shall be included.
Substructure:
All material in the piers and abutments, i.e., concrete, reinforcing,
foundations and piling shall be included. Wingwalls shall also be
included when they are tied to the main abutment wall and/or are
When contract prices are used in the cost assessment computations, the cost
assessment formula is as follows:
a.00981
Assessment = ´c
b
When estimated prices are used in the cost assessment computations, the cost
assessment formula is as follows:
a e
Assessment = ´ ´ c + d
b f
Where:
a = Mass of Utility (kg)
b = Design Live Load (kN)
c = Cost of Applicable Structural Items
d = 10% for Engineering and Contingencies
e = Cost Index - Year of Construction
f = Cost Index - Present Day
The following chart provides a quick reference for specific structure types that
have been developed as sample TSL plans.
Figure
Type County Route Section Description
#
W 760 mm (M270)
Curved Roadway FAU Grade 345
2.8-3 Tazewell (105B)BR
Highway/Stream 6757 Integral Abutment
Stream
Page 2-80
Section 3 Design
Table of Contents
3.1 General .................................................................................. 3-1
Apr. 99
3.3 Structural Steel ................................................................... 3-63
Apr. 99
3.6 Abutments ......................................................................... 3-141
Apr. 99
3.9 Embankment and Slope Walls ......................................... 3-199
Apr. 99
Section 3 Design
Table of Figures
3.1 General ....................................................................................................... 3-1
Figure 3.2.2-1 Ultimate Strength Slab Design with FWS = 2.4kN/m2 ......................... 3-30
Figure 3.2.2-2 Ultimate Strength Slab Design with FWS = 1.2kN/m2 ......................... 3-31
Figure 3.2.4-1 Concrete Parapet Configuration ................................................ 3-35
Figure 3.2.4-2 Deck & Parapet Reinforcement ................................................. 3-36
Figure 3.2.4-3 Deck Treatment at Piers & Abutments....................................... 3-37
Figure 3.2.4-4 Sidewalk Configuration & Dimensions ...................................... 3-38
Figure 3.2.4-5 Sidewalk Reinforcement ............................................................ 3-39
Figure 3.2.4-6 Fillets ......................................................................................... 3-40
Figure 3.2.5-1 Median Details........................................................................... 3-42
Figure 3.2.5-2 Voided Median .......................................................................... 3-43
Figure 3.2.7-1 Longitudinal Deck Joint ............................................................. 3-46
Figure 3.2.7-2 Longitudinal Joint Seal at Median Barriers................................ 3-47
Figure 3.2.10-1 Floor Drain ................................................................................ 3-51
Figure 3.2.10-2 Alternate Floor Drain ................................................................. 3-52
Figure 3.2.10-3 Drainage Scupper ..................................................................... 3-53
Figure 3.2.10-4 Light Pole Mounted on Concrete Parapet .................................. 3-54
Figure 3.2.10-5 Light Pedestal Reinforcement ................................................... 3-55
Figure 3.2.11-1 Slab Bridges .............................................................................. 3-57
Figure 3.2.11-2 Two Span Slab Bridges ............................................................. 3-58
Figure 3.2.11-3 Three Span Slab Bridges .......................................................... 3-59
Apr. 99
3.3 Structural Steel ........................................................................................ 3-63
Apr. 99
Figure 3.5.4-7 Type II & III Minimum Bearing Thickness vs. Slope ................ 3-125
Figure 3.5.4-8 Type II & III Minimum Bearing Thickness vs. Slope ................ 3-126
Figure 3.5.4-9 Type II & III Minimum Bearing Thickness vs. Slope ................ 3-127
Figure 3.5.4-10 Slope Limitations for Elastomeric Expansion Bearings ........... 3-128
Figure 3.5.4-11 Type I Elastomeric Expansion Bearing ................................... 3-129
Figure 3.5.4-12 Type II Elastomeric Expansion Bearing................................... 3-130
Figure 3.5.4-13 Type III Elastomeric Expansion Bearing .................................. 3-131
Figure 3.5.4-14 Elastomeric Bearing Details for Steel Beams on
Semi-Integral Abutments ......................................................... 3-132
Figure 3.5.4-15 Elastomeric Bearing Details for PPC I-Beams on
Semi-Integral Abutments ......................................................... 3-133
Figure 3.5.4-16 Miscellaneous Details for Elastomeric Expansion Bearings ... 3-134
Figure 3.5.4-17 Elastomeric Bearing Plate Design ........................................... 3-135
Figure 3.5.4-18 Load Capacity and Shape Factor - Type 1, 2 & 3 Bearings .... 3-136
Figure 3.5.4-19 Table of Dimensions - Type 1 Bearing .................................... 3-137
Figure 3.5.4-20 Table of Dimensions - Type 2 and 3 Bearing .......................... 3-138
Figure 3.5.4-21 Table of Dimensions - Type 3 Bearing (continued) ................. 3-139
Apr. 99
Figure 3.6.13-2 Semi-Integral Abutment Details ............................................... 3-175
Figure 3.6.13-3 Semi-Integral Abutment for Steel Beams ................................ 3-176
Apr. 99
Figure 3.10-11 Standard Splices for Common Beam Sections ....................... 3-220
Figure 3.10-12 Standard Splices for Uncommon Beam Sections ................... 3-221
Figure 3.10-13 Abutment Expansion Bearing I-Beam Bridges ........................ 3-222
Figure 3.10-14 Interior Expansion Bearing I-Beam Bridges w/o Cover Plates 3-223
Figure 3.10-15 Interior Expansion Bearing I-Beam Bridges w/ Cover Plates .. 3-224
Figure 3.10-16 Interior Fixed Bearing I-Beam Bridges w/o Cover Plates ........ 3-225
Figure 3.10-17 Interior Fixed Bearing I-Beam Bridges w/ Cover Plates .......... 3-226
Figure 3.10-18 Abutment Fixed Bearing I-Beam Single Span < 14 m ............. 3-227
Figure 3.10-19 Abutment Fixed Bearing I-Beam Bridges ................................ 3-228
Figure 3.10-20 Expansion Plate Girder Bearing .............................................. 3-229
Figure 3.10-21 Fixed Plate Girder Bearing ...................................................... 3-230
Figure 3.10-22 Abutment Expansion Bearing RC Deck Girder ........................ 3-231
Figure 3.10-23 Abutment Expansion Bearing RC Deck Girder ........................ 3-232
Figure 3.10-24 Interior Expansion Bearing RC Deck Girder ............................ 3-233
Figure 3.10-25 Interior Fixed Bearing RC Deck Girder ................................... 3-234
Figure 3.10-26 Interior Fixed Bearing RC Deck Girder ................................... 3-235
Figure 3.10-27 Abutment Expansion Bearing RC Slab Bridges....................... 3-236
Apr. 99
Bridge Manual Section 3 - Design
Section 3 Design
3.1 General
3.1.1 Plan
Presentation
T he design plans comprise the mode of communication between the
Designer and the Contractor. If the Designer expects the structure to be built
in accordance with the structural design and the governing policies, the plans
must be accurate and explicit.
For permanent record all plans are microfilmed. For lettings, plan sheets are
produced which are one-quarter the original size. These quarter-size prints
are the plans used by the Contractor for figuring the bid and for constructing
the bridge. Since some clarity is lost inherently in the reduction of plan size
and microfilming process, the following paragraphs emphasize good plan
quality:
All lettering shall be slant style, lower case lettering known as the
gothic type, except for titles, and they shall be upper case of the same
style and type. The body of all letters, numerals and symbols shall
be no smaller than 2.33 mm.”
3.1.2 Content of The Bridge Plans are composed of a sheet or sheets covering each of the
Bridge Plans
following aspects of a structure and are usually presented in the plans in similar
order:
1) General Plan
2) Substructure Layout
3) Deck Elevations
4) Deck Details
Superstructure - plan and cross section
Superstructure - Details; expansion devices
5) Bridge Rail Details
6) Girder and Framing Details (Steel or Concrete)
7) Bearing Details
8) Abutment Details
9) Pier Details
10) Pile Details
11) Other applicable misc. Base Sheets
12) Boring Logs
3.1.3 General Notes The following plan notes are required, when applicable, to supplement the
Standard Specifications. While usually placed under the heading “General
Notes”, the notes marked with an asterisk may be placed near the associated
detail.
Note Application
Note Application
3. Cast steel shall be Class ____. Structural When cast bearings have
steel weldments of equal sections and meeting been detailed.
AASHTO M may be substituted for castings
at the option of the Contractor, subject to
approval by the Engineer prior to fabrica-
tion. No additional compensation will be
allowed the Contractor for this substitution.
6. Expansion guards which are not cast in the Precast slab bridges
precast unit shall be fabricated and erected and PPC deck beams
according to Article 503.10(c) of the
Standard Specifications and are included in
quantity of structural steel.
7. Reserved
9. Reserved
10. Expansion joint plates and attached bars All joints except finger joints.
shall be shop painted with the inorganic zinc Use with note #8.
rich primer.
11. Reserved
12. Reserved
13. Reserved
Note Application
15. Anchor bolts shall be set before bolting All steel structures.
diaphragms (bolting cross frames) over
supports.
16. The structural steel bearing plates of the To be used when required by
Elastomeric Bearing Assembly shall conform to design (or when unpainted
the requirements of AASHTO M 270M Grade 345 steel is used).
(AASHTO M 270M Grade 345W).
17. The main load carrying member components sub- All steel structures.
ject to tensile stress shall conform to the
Supplemental Requirements for Notch Toughness
Zone 2. These components are (the wide flange
beams)(the tension flanges, webs) and all
splice plate material except fill plates.
19. Slope wall shall be reinforced with welded For all slope walls.*
wire fabric, 152 x 152 - MW25.8 x MW25.8
with a mass of 2.91 kg/m2
20. Layout of slope protection system may be varied Stream crossings only.
in the field to suit ground conditions as
directed by the Engineer.
22. Reserved
24. The back face of Closed Abutments and Closed Abutments and Retain-
their wingwalls (or Retaining Walls) shall be ing Walls only.
waterproofed according to Article 503.18
of the Standard Specifications.
25. The Contractor shall make allowance for the R. C. Slab or R. C. Deck
deflection of forms, shrinkage and settlement Girder Bridges.*
of falsework, in addition to allowance for
dead load deflection.
Note Application
26. Plan dimensions and details relative to exist- Widening, repair or rehabil-
ing structure have been taken from existing itation of existing struc-
plans and are subject to nominal construction tures.
variations. It shall be the Contractor’s
responsibility to verify such dimensions and
details in the field and make necessary ap-
proved adjustments prior to construction or
ordering of materials. Such variations shall
not be cause for additional compensation for
a change in the scope of the work, however,
the Contractor will be paid for the quantity
actually furnished at the unit price bid for
the work.
27. Reserved
28. The top surface of the beams shall be finished All P.P.C. Deck beam
according to Article 504.06 of the Standard structures with water-
Specification except that the surface shall not proofing.
be roughened by brooming. The finished
surface shall be free of depressions or high spots
with sharp corners, and the top edge of keys
shall be rounded or chamfered a minimum of 6 mm.
29. A Corrosion Inhibitor, as covered in the Special All P.P.C. Deck Beam
Provisions, shall be used in the concrete for structures.*
precast prestressed concrete deck beams.
31. Bearing seat surfaces shall be constructed or All continuous steel beam
adjusted to the designated elevations within a structures.
tolerance of 3 mm. Adjustment shall be made Notes in ( ) to be added
either by grinding the surface or by shimming when Type I Elastomeric
the bearing. Two 3 mm adjusting shims, of the Bearings are used.
dimensions of the bottom bearing plate, shall be
provided for each bearing in addition to all other
plates or shims. (For Type 1 Elastomeric
Bearings, two 3 mm adjusting shims shall be
provided for each bearing and placed as detailed).
32. Concrete piles at abutments shall be driven When distance from bottom
in holes precored through the embankment of abutment to existing
according to Article 512.10(c) of the ground is greater than 3 m.
Standard Specifications.
Note Application
33. The contractor shall drive (1) ______ test piles (1.) number and type
in a permanent location at (2) ________ (2.) location
as directed by the Engineer before ordering
the remainder of piles.
34. The concrete for bridge floors finished For all decks on steel or
according to Article 503.17 of the Standard concrete girder structures with
Specifications, shall be placed and compacted skew angle 45º or greater or
parallel to the skew in uniform increments along structures with skew angle
centerline of bridge. The finishing machine, exceeding 30º and the ratio of
when required, shall be set parallel to the skew the width of deck pour (out to
for striking off and screeding the concrete. out deck or between longitudinal
bonded joints) to the span length
exceeding 0.8.
35. Reserved
36. Prior to pouring the new concrete for the deck, For bridge rehabilitation
all loose rust, loose mill scale, and all other projects where the complete
loose, detrimental foreign material shall be or partial removal of existing
removed from the portions of flanges of concrete deck is specified,
beams or girders in contact with concrete. and where cleaning and painting
The removal shall be accomplished with existing structural steel is not
appropriate power hand tools. Cost shall be specified as an item of work.
included with ( ). (Include cost in appropriate
pay item)
37. Bridge Seat Sealer shall be applied to the seat For new substructure seat areas
area of the _____________. beneath superstructure joints.
38. When the deck pour is stopped for the day at When a deck pouring sequence
one or more of the transverse Bonded Construc- is shown on the plans.*
tion Joints in the deck Pouring Sequence as
shown, the next pour shall not be made until
both of the following requirements are met:
39. In addition to all other requirements of section When steel H-piles or Metal
512 of the Standard specifications, splices for Shell piles are used in Seismic
________ piles shall develop the full capacity Performance Categories B
of the steel's cross sectional area of the pile or C.
for tension, shear and bending forces. One
approved method of achieving this requirement
is full penetration butt welding of the entire
cross section. Other types of splices meeting
Note Application
41. The existing structural steel coating contains Steel structures erected prior to
lead. The Contractor should take appropriate 1986 with lead based primer.
precautions to deal with the presence of lead
on this project.
42. AASHTO M 270M Grade 345W structural steel New weathering steel with
shall only be painted, at the ends of the beams, integral or semi-integral
for a distance equal to the depth of embedment abutments.
into the concrete cap plus 75 mm. Those areas
shall be primed in the shop with an inorganic zinc
rich primer per AASHTO M 300, Type I. No field
painting shall be required. All structural steel shall
be cleaned as specified in the special provision for
"Surface Preparation and Painting Requirements
for Weathering Steel".
43. AASHTO M 270M Grade 345W structural steel New weathering steel on
shall only be painted, for a distance of three times structures with deck joints.
the depth of the beams or girders (but not
exceeding 3 m) each way from the deck joints.
All structural steel shall be cleaned as specified
in the special provision for "Surface Preparation
and Painting Reqiurements for Weathering Steel".
3.1.4 Reinforcement On any plan sheet presenting the drawings for a portion of the bridge structure
Presentation
such as a pier, all reinforcement bars pertinent to that pier shall be detailed and
billed on that sheet.
All sizes of bars are readily available in lengths up to 18 m. However, #10 bars
longer than 12 m tend to bend in handling and should be avoided. Sizes #15
through #55 in lengths exceeding 18 m can be rolled at mills by special order.
In any circumstance, 21 m should be considered the maximum limit. For
shipping and handling convenience, 15 m lengths should be considered the
practical limit for all conventional structures.
When the location of bar splices is arbitrary, as in the case of the longitudinal
reinforcement of deck slabs on stringers, the following lengths are preferred:
3.1.5 Reinforcement To provide uniformity on all bridge plans, the following reinforcement bar
Designation designation shall be used:
s - Strirrup Bars
t - Footing (Transverse)
u - Ends of Pier Caps, Pile Caps and Rectangular Walls
(Also variable depth stirrups in pairs)
v - Vertical Bars (Substructure)
w - Footing (Longitudinal)
x - Cantilevered Deck Slab (Longitudinal)
3.1.6 Total Bill of Regardless of the placement of a coded “Summary of Quantities” on any other
Material sheet, there shall be a “Total Bill of Material” for bridge quantities on the
(General Plan
“General Plan and Elevation” sheet. This bill need not include code numbers,
& Elevation
Sheet) but it shall be broken down into Superstructure, Substructure and Total. It
shall be carefully checked by the designer to reflect the individual quantity
totals within the plans.
3.1.7 Bill of Material There shall be separate Bills of Material on the appropriate sheets for the
(Individual superstructure and individual elements of the substructure. If the expansion
Elements of
piers under a structure are very similar in dimension and reinforcement, it is
Bridge)
permissible to combine the quantities into one Bill of Material.
The fixed pier or piers under a structure would normally differ from the
expansion pier or piers in dimension and reinforcement. In this case, the fixed
pier or piers shall be detailed on a separate sheet from the expansion pier or
piers.
The same general criteria as that described for piers shall be applicable to
presentation of “Bills of Material” for abutments.
3.1.8 Basic The basic geometry for the initial location of the substructure units must be
Geometry &
clearly shown on the plans.
Footing Layout
All portions of the structure must be referenced to the same single longitudinal
reference line. When a structure is on a tangent (straight), this line may be
designated as either the Centerline Survey, Centerline Roadway or Centerline
North (South, East, West) Bound Lanes. When a structure is on a curve, the
reference line preferably should be established and designated as either the
“Tangent to Centerline Survey (Roadway, Lanes) at Sta....” or a “Parallel to
Tangent to Centerline Survey at Sta. ____”. When all or most of the stringers
for a curved deck are to be continuously straight and parallel, the reference
line selected should be parallel to these stringers.
Except for the most simple geometry, such as found on a single symmetrical
structure on a tangent, a footing layout should be shown on the plans. This
layout may be in the form of a small diagram or occupy an entire sheet,
depending on the complexity of the geometry.
Figures 3.1.8-1, 3.1.8-2 and 3.1.8-3 show typical examples of these layouts.
3.1.9 Top of Slab A table showing top of deck slab elevations along the centerline of web of each
Elevations supporting stringer, each longitudinal bonded joint and stage construction joint
and the profile grade shall be included on the bridge plan for all structures with
steel or prestressed concrete I Beam stringers. This table is usually in the form
of a computer output reproduced in tabular form on individual plan sheets. A
sample of these sheets are shown in Figures 3.1.9-1 and 3.1.9-2. Top of slab
elevations shall also be provided for slab bridges with a skew greater than 30
degrees or a vertical curve. Elevations should be given along the profile grade,
stage construction joint and curb lines.
Where the stringer lies below a curb, sidewalk or median section, the
elevations shall be given for a theoretical top of slab which would be the
projection of the roadway slab template to the centerline of beam.
The increments for elevations along each line shall be 3 m with any odd
increment at the end of a span not greater than 4.5 m nor less than 1.5 m. See
Figure 3.1.9-1 for diagram. A new series of 3 m increments shall begin in each
respective span along the structure. In all cases, the increments shall progress
in the direction of the stationing on the bridge for the full length of the structure.
The top of slab elevations at these increment points shall include the
adjustment for dead load deflection and shall be the finished elevations for
construction of the deck slab.
“The above deflections are not for use in the field if the Engineer is
working from the Theoretical Grade Elevations Adjusted for Dead
Load Deflection.”
3.1.10 Designation The plans should clearly show the total crown and how the crown was
of Roadway
obtained. For example, if the total crown is 78 mm, this and the fact that it was
Crown on
Plans obtained by 1.5% slope in 3.6 m traffic lane and 2.0% slope in 1.2 m should
be shown.
3.1.11 Boring Logs The boring locations shall be shown on the plan view on the “General Plan and
Elevation” sheet and shall be keyed by number to the boring logs such as
“Boring No. 1, Boring No. 2, etc.” The boring logs shall be included within the
Final Plans. The bottom of footings should, if possible, be indicated on the
appropriate boring log and identified as “Bottom of Footing-Pier No. 1, etc.”
Ground water elevations shown on the boring logs should state “Elevation at
time boring was taken.”
3.1.12 Table of To provide ready information for any future analysis of a structure and to
Moments and provide the reviewing agencies with a basis for checking of the design, all
Shears detailed bridge plans shall present as a part of said plans a table of moments
and shears. Figures 3.1.12-1, 3.1.12-2, 3.1.12-3, and 3.1.12-4 present
suggested layouts for the information given for the proper design method used;
if possible, this table shall be shown on the structural framing sheet of the plans.
Figure 3.1.12-1
Page 3-20 Jan. 94
Bridge Manual Section 3 - Design
Figure 3.1.12-2
Jan. 94 Page 3-21
Bridge Manual Section 3 - Design
Is and Ss are the moment of inertia and section modulus of the steel section
used in computing fs (Total and Overload).
Ic(n) and Sc(n) are the moment of inertia and section modulus of the composite
section used in computing stresses due to Live Load.
Ic(3n) and Sc(3n) are the moment of inertia and section modulus of the composite
section used in computing stresses due to superimposed dead loads. (See
AASHTO 10.38).
Z is the plastic section modulus used to determine the Fully Plastic Moments
in the non-composite areas.
1.3 [M DL + Ms DL + 5 (M LL + M (Imp))]
3
M DL + Ms DL + 5 (M LL + M (Imp))
3
Figure 3.1.12-3
Apr. 97 Page 3-23
Bridge Manual Section 3 - Design
Is and Ss are the moment of inertia and section modulus of the steel section
used in computing fs (Total and Overload).
Ic(n) and Sc(n) are the moment of inertia and section modulus of the composite
section used in computing stresses due to live load.
Ic(3n) and Sc(3n) are the moment of inertia and section modulus of the composite
section used in computing stresses due to superimposed dead load (see
AASHTO 10.38).
M DL + Ms DL + 5 (M LL + M (Imp)) + Mbi
3 1. 3
1.3 [M DL + Ms DL + 5 (M LL + M (Imp))]
3
Sbi is the section modulus for one flange plate for lateral flange bending.
fw is the calculated normal stress at the edge of flange due to lateral bending
(factored).
Figure 3.1.12-4
Apr. 99 Page 3-25
Bridge Manual Section 3 - Design
I and I' are the moment of inertia and composite moment of inertia of the beam
section.
Sb and Sb' are the non-composite and composite section modulus for the
bottom fiber of the prestressed beam.
St and St' are the non-composite and composite section modulus for the top
fiber of the prestressed beam.
M (Imp) is the moment due to live load impact on the composite section.
3.1.13 Provisions On controlled access highways, provisions for electrical conduit shall be made
for Electrical on all interchange and mainline bridges and, in urban areas, on bridges over
Conduit and
the mainline. A 50 mm diameter galvanized steel conduit shall be provided on
Lighting
the two outside corners of each dual bridge and on all four corners of a single
bridge. See Figures 3.6.11-5 and 3.6.11-6 for details of the conduit location
in vaulted and pile bent abutments.
If light poles are to be located on the bridge at the time of construction or in the
near future, provisions for the light pole foundations shall be made in the
parapet as shown on Figures 3.2.10-4 and 3.2.10-5.
3.2 Deck
3.2.1 Concrete
Deck Slabs on
C oncrete deck slabs supported on stringers shall be designed in accor-
dance with Article 3.24.3 of the AASHTO Specifications. Figure 3.2.2-1 or
Stringers
3.2.2-2 may be used in lieu of complete computations. These figures are
applicable to the design of slabs on steel or prestressed concrete stringers and
also to the transverse design of the slab (flange portion) of reinforced concrete
deck girder (T-beam) superstructures.
Defined in Figures 3.2.2-1 and 3.2.2-2 are the design span, reinforcement
clearances and design stresses to be used in slab design. An allowance of
2.4 kN/m2 and 1.2 kN/m2 for future wearing surface is included in the criteria
for Figures 3.2.2-1 and 3.2.2-2, respectively. All supporting elements of
structures shall be designed using an allowance of 2.4 kN/m2. Figure 3.2.2-
2 may be used for existing structures when necessitated by limited load
carrying capacity.
Figures 3.2.2-1 and 3.2.2-2 were developed by using the following design
assumptions and equations. Design spans or loads outside the range covered
by these figures require individual computation using this same criteria. Also,
designs utilizing reinforcement sizes other than #15 bars require individual
computations.
Design Criteria
A. Design Stresses
Concrete f ‘c = 24 MPa
Reinforcement fy = 400 MPa
B. Loading
é 1
Live Load Moment = ML +I = 13
. 71ê S + 0.61ùúkN · m / m
ë 1218
. û
Dead Load
WS2
Dead Load Moment = MD =
10
5
Load Factor Moment = MLF = 1. 3(MD + ML +I )
3
C. Design Thickness
Assumptions
a. Ultimate strength
b. Distribution of reinforcement (crack control)
1. Ultimate Strength
é æ fy ö ù
Mu = f ê A s f y dç 1 - 0.6r ÷ ú ³ MLF
êë è f ' c ø úû
where:
2. Crack Control
z
fs =
3d A
c
where:
3.2.2 Reinforcement On all Interstate, primary route and grade separation structures, all bridge deck
(Deck Slab on
reinforcement bars shall be epoxy coated. In addition, all reinforcement bars
Stringers)
in parapets, sidewalks, medians and solid concrete diaphragms shall be epoxy
coated.
Epoxy coated bars shall be indicated by suffixing the bar designation with “(E)”.
For example, bar a4(E). A separate mass for the epoxy coated bars shall be
computed and billed as “Reinforcement Bars (Epoxy Coated)” on both the deck
detail sheet and the Total Bill of Material.
A note shall also be placed on the deck detail sheet which reads as follows:
Truss bars shall not be used in bridge decks. The maximum size bars permitted
in the slab for transverse reinforcement is #20. However, Figures 3.2.2-1 and
3.2.2-2 are based on #15 bar. If #20 bars are used, they must be designed by
computation. Do not mix bar sizes, such as #15 and #20 to provide main
reinforcement; use one bar size properly spaced. The spacings shall be to an
even ten millimeter increment; i.e. not 133 mm but 130 mm.
described above between the flange edges. Indicate the bar spacing (such
as 8 - #15 bars at 230 mm cts.); do not call for “8 bars at equal spacing”.
The longitudinal bars in the top of the slab shall be #15 at 300 mm centers and
they shall be placed full width of the superstructure.
The top and bottom longitudinal bars preferably shall not be lapped in the same
locations in the deck, nor shall the top and bottom transverse bars be lapped
in the same locations except when staged construction is utilized.
When a neoprene expansion joint is provided, #15 “X” (E) bars shall be placed
in the top of the slab as shown in Figure 3.4.2-1.
For bridges with a 35º or greater skew, additional “X” (E) bars shall be provided
to reinforce the cantilevered slab overhanging the end diaphragm or cross
frame. “X” (E) bars shall also be provided at the ends of cantilevered deck slabs
on both sides of any hinge in a framing plan. The “X” (E) bars shall be placed
parallel to traffic, within the limits of the parapet bases, and shall be similar to
the details for Neoprene Expansion Joints.
3.2.3 Reinforcement If a bridge is skewed fifteen degrees (15º) or less and is less than 15 m back
(Treatment of
to back of the abutments, the main reinforcement shall be placed parallel to the
Skewed
Decks) skew. Design the reinforcement as if it were at right angles to the stringers and
multiply the required area by the secant of the skew angle squared (As x sec2).
If a bridge is more than 15 m back to back of the abutments and skewed, detail
the main reinforcement bars for the full length of the slab placed at right angles
to the stringers and provide the note: Cut bars in field to fit skew and use the
remainder of bars at other end of deck.
3.2.4 Parapet & The parapet and sidewalk sections are shown on Figures. 3.2.4-1 and
Sidewalk
3.2.4-4.
Sections
The fascia of these sections, which is that portion of the concrete visible in
direct elevation outside of the exterior beam, shall be a constant depth
dimension for the full length of the bridge and shall afford continuous
concealment of the top flange of the exterior beam. The dimensions of the
vertical surface are standard. The vertical dimension of the sloping under
surface of the section is to be computed for each structure by the designer. To
establish this dimension, the designer must estimate accurately the maximum
actual depth of slab plus fillet over the top of the outside stringer considering
all deflections and camber. Figure 3.2.4-6 establishes 6 mm as the minimum
dimension from the bottom of the top exterior beam flange to the lower edge
of the sloping surface. This dimension varies throughout the structure and its
maximum and minimum must be shown on the plans.
The vertical depth of the sloping surface should not exceed 130 mm.
For structures on horizontal curves with variable overhangs, the depth of the
sloping surface should be held close to the 50 mm minimum. The overall depth
of the fascia, however, may be different on each side of the structure.
The concrete parapet shown in Figure 3.2.4-1 shall be used on urban and rural
structures where appropriate.
Figure 3.2.4-1
Apr. 99 Page 3-35
Bridge Manual Section 3 - Design
Figure 3.2.4-2
Page 3-36 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.2.4-3
Apr. 99 Page 3-37
Bridge Manual Section 3 - Design
Figure 3.2.4-4
Page 3-38 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.2.4-5
Apr. 99 Page 3-39
Bridge Manual Section 3 - Design
Figure 3.2.4-6
Page 3-40 Apr. 99
Bridge Manual Section 3 - Design
3.2.5 Raised-Curb Detailed in Figures 3.2.5-1 and 3.2.5-2 are two types of Raised-Curb medians:
Medians
Superimposed and Voided. Either of these types may be split with a 25 mm
separation joint depending on the overall bridge width. See Section 3.2.6. The
type to be used on a particular deck is that which balances ease of construction
with economical use of concrete and reinforcement for the required median
width and stringer locations.
Figures 3.2.5-1 and 3.2.5-2 depict barrier curbs. See the Design and
Environment Manual for additional guidelines on medians for bridge decks.
In general terminology, “Median” is that portion of the deck between the inside
edges of the traffic lanes, and the raised portion is this center distance minus
the gutter flag that is used in the approach cross-section.
Raised-Curb medians on the bridge deck are formed with a radius at the top
to match the roadway curb and gutter section. The top of the median surface
must be sloped for drainage.
3.2.6 Longitudinal The Illinois Department of Transportation allows the use of longitudinal bonded
Bonded Joints
joints in the roadway slab at certain locations. These joints are normally placed
(Concrete
Deck on Steel in the middle half of the outside framing panels and, when possible, shall line
Stringers) up with the outside edge of the traffic lanes. On extremely wide decks it is
permissible to place a longitudinal bonded joint at the edge of an intermediate
traffic lane. No bonded joint shall cross a beam line. If a situation is met which
does not appear to permit the use of a longitudinal bonded joint within these
limitations, the Engineer of Bridges and Structures should be notified in order
that the matter can be resolved.
Note that no longitudinal bonded joint is shown adjacent to the voided median
in Figure 3.2.5-2. If the District Engineer requests variation from this standard
to meet certain construction procedures, the Engineer of Bridges and Struc-
tures shall be notified and the variation will be incorporated into the plans.
3.2.7 Longitudinal When the distance between the fascia beams is greater than 27 m, the deck
Open Joints shall be split by means of a 25 mm open joint. This joint must be sealed with
an epoxy sealer and rubber rod and designated as “Concrete Joint Sealer” on
the plans, when located in a raised median or in a deck that is not waterproofed
and surfaced.
3.2.8 Transverse If a deck pour is greater than 150 m3 between the longitudinal joints or 230 m3
Construction when the longitudinal joints are omitted, an optional transverse construction
Joints
joint and a deck pouring sequence shall be provided on the plans. The location
of this transverse joint shall be near the point of dead load counterflexure with
the day’s pour terminating at the end of a positive moment area.
Figure 3.2.7-1
Page 3-46 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.2.7-2
Apr. 99 Page 3-47
Bridge Manual Section 3 - Design
3.2.9 Aluminum To control cracking in the parapets in the negative moment areas, an aluminum
Plate Parapet
plate joint shall be placed over the supports on all continuous structures; in
Joints
(Concrete addition, aluminum plate joints are placed at 0.6 the average distance to the
Deck on points of dead load contraflexure on both sides of the support if either span is
Stringers) more than 15 meters. The aluminum plate shall be the full height of the parapet
and no reinforcement shall pass through the aluminum plate. The reinforce-
ment bars shall not be cut in the field but shall be properly dimensioned and
listed in the Bill of Material.
Figure 3.2.4-3 presents details for placement of the aluminum plate joints on
a skewed deck. Figure 3.2.4-4 provides joint details for a parapet on a sidewalk
and Figure 3.2.5-1 provides joint details for superimposed medians.
3.2.10 Deck Slab Depending on the location and drainage requirements of the structures, either
Drains 160 mm f floor drains or 152 x 943 drainage scuppers may be used for deck
slab drains. Floor drains may be angled if required, as shown in Figure 3.2.10-
1. The 100 x 300 aluminum floor drains shown in Figure 3.2.10-2 may be
considered when the 160 mm f drains cannot be used.
The 160 mm f floor drains shown in Figure 3.2.10-1 shall be listed in the Bill
of Materials as a Pay Item, i.e. Floor Drains - each.
limit the width of longitudinal gutter flow and spaced accordingly. The locations
of the drains shall be shown on the plans, and spaced a minimum of 3 m from
the piers and abutments. Refer to the Drainage Manual for detailed informa-
tion.
Provide this note on all plans where applicable: “Drains shall be located clear
of all diaphragms.”
The color of the floor drains shown in Figures 3.2.10-1 and 3.2.10-2 should
match the color of the fascia beam or girder. For treatment of drains adjacent
to steel girders, see the notes in Figures 3.2.10-1 and 3.2.10-2. For treatment
of drains adjacent to concrete beams, see the Prestressed Concrete Manual.
When weathering steel is used or when painting of a structure will be delayed
to a separate contract, the note given on basesheets S-1-D (M) and S-2-D (M)
which reads " The exterior surfaces of the floor drains..." shall be replaced with
the following note: "Floor drains need not be painted".
Figure 3.2.10-1
Page 3-50 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.2.10-2
Apr. 99 Page 3-51
Bridge Manual Section 3 - Design
Figure 3.2.10-3
Page 3-52 Apr. 97
Bridge Manual Section 3 - Design
Figure 3.2.10-4
Apr. 99 Page 3-53
Bridge Manual Section 3 - Design
Figure 3.2.10-5
Page 3-54 Mar. 95
Bridge Manual Section 3 - Design
3.2.11 Slab Bridges Skewed slab structures are generally designed for main reinforcement placed
(Main
parallel to the centerline of roadway. The design span is therefore taken as
Reinforcement
Parallel to the span distance along the centerline of roadway. Skewed simple spans,
Traffic) which are very wide in relation to their length, may be designed to span the
direct right angle distance between supports.
Figures 3.2.11-1 through 3.2.11-3 present details and the general placement
of reinforcement for slab superstructures. All bridge deck reinforcement bars
shall be epoxy coated. In addition, all bars in parapets, sidewalks and medians
shall be epoxy coated. Note the compression steel and stirrups placed in the
curb section which functions as an edge beam.
No joints (top of curb to top of slab) shall be provided in the negative moment
areas of continuous slabs.
3.2.12 Overlay Precast, prestressed concrete deck beam bridges and all widening projects
Systems
which utilize a portion of the existing slab shall include an overlay system.
Three types of bridge deck overlay systems are currently used in Illinois.
Bituminous concrete with a waterproofing membrane system, a microsilica
concrete overlay and a latex modified concrete overlay.
3.2.13 Bridge Rails As a minimum, bridge rails shall be designed to meet the loading requirements
of Article 2.7-"Railings" of the AASHTO Specifications. When a crash tested
railing is required, the rail should either be actually crash tested or meet the
requirements of the current AASHTO Guide Specifications for Bridge Railings.
Railing Base Sheets Specified as crash tested shall not be altered unless
approved by the Bureau of Bridges and Structures in the TSL phase of the
project. Modifications are very limited on railings which need to maintain a
crash tested status.
The most common bridge rail used in Illinois is the concrete parapet configu-
ration shown in Figure 3.2.4-1 (New Jersey Curb and Parapet). This rail has
been crash tested.
The standard sidewalk rail to be used with the standard sidewalk section
shown in Figure 3.2.4-4 is detailed on Base Sheet R-20 (M). This rail meets
the AASHTO Guide Specifications for Bridge Railings and therefore is
acceptable where crash tested railing is required.
The spacing of rail posts mounted on parapets shall be set from 2.1 m to 3.0
m center to center and shall miss all parapet joints. Posts shall be spaced at
equal or nearly equal spaces when possible.
Apr. 97 Page 3-59
Bridge Manual Section 3 - Design
Standard Base Sheet R-34 (M) (Type SM Steel Bridge Rail Side Mounted) is
a crash tested side mounted railing. This railing is the preferred side mounted
crash tested railing for all new or retrofit projects.
Standard Base Sheet R-30 (M) (Type WT Steel Railing) is a crash tested side
mounted railing. The use of this railing shall be limited to isolated repairs of
existing Type WT Steel Railing or where a preference is warranted to match
the approach guardrail detail.
Standard Base Sheets R-23A (M), R-24A (M) and R-26 (M) depict side
mounted steel rails. These rails are primarily for use on slab or prestressed
deck beam bridges which are widened or reconstructed. The type "S-1" rail
shown on Base Sheet R-23A (M) is designed to be used on single span bridges
without curbs. The type "T-1" rail shall be used on multiple span bridges with
curbs as shown on Base Sheet R-24A (M). The type "TP-1" rail shown on Base
Sheet R-26 (M) shall be used with sidewalks or in combination with the
appropriate side mounted rail when a sidewalk is located on one side only.
These rails have not been crash tested and are subject to the above conditions
for exception to crash testing.
Standard Base Sheet R-28 (M) depicts pedestrian railing with protective
fencing. This rail is to be utilized only when a sidewalk is present and where
it is anticipated that a problem of debris or litter being thrown from a structure
could cause a hazard to traffic or pedestrian movements below. This rail has
been designed for use only with a 710 mm high parapet. Use in any situation
other than as described should be evaluated for both geometrics and loading
requirements. This rail meets the AASHTO Guide Specifications for Bridge
Railings and therefore is acceptable where crash tested railing is required.
Standard Base Sheet R-29 (M) depicts bicycle railing. This railing should be
utilized on all bridges where provision is made for the specific operation of
bicycles. This railing may also be used as a sidewalk rail for pedestrian traffic
provided the sidewalk is protected by traffic railing. The height of this rail may
be reduced to 1 m when it is used for pedestrian traffic only. The traffic railing
on this base sheet is a crash tested bridge rail.
Standard Base Sheet R-31 (M) (Steel Bridge Rail Curb Mounted (2399)) is a
crash tested curb mounted railing. This railing may be utilized on new bridges
or retrofit projects when replacing substandard rail or where eliminating safety
walks.
Standard Base Sheet R-32 (M) (Bridge Fence Railing Parapet Mounted
(2444)) and Standard Base Sheet R-33 (M) (Bridge Fence Railing Sidewalk
Mounted (2445)) are applicable for existing and new structures and should be
used on structures as directed by the District. Base Sheet R-32 (M) is subject
to the same limitations as Base Sheet R-28 (M). Base Sheet R-33 (M) is
separated from traffic by a crash tested barrier.
Other bridge rails that have been crash tested and are acceptable for use are:
1.) Tubular Thrie Beam (Standard 509001 of the Highway Standards Manual)
2.) Traffic Rail Type T411
3.) Combination Rail Type C411
Numbers 2 and 3 above are Texas aesthetic rails. Contact the Bureau of
Bridges and Structures for approval.
Page 3-62
Bridge Manual Section 3 - Design
3.3 Structural
Steel
3.3.1 Distribution of
Loads to
L ongitudinal steel stringers, interior and exterior, shall be designed in
accordance with Article 3.23 of the AASHTO Specifications. The lane load
Stringers
distribution shall be one half the wheel load distribution given in Article 3.23.
For example, the lane load distribution to an interior stringer is S/3.35 when the
wheel load distribution is given as S/1.67.
When determining dead load moments and shears, the dead load supported
by the interior stringers shall be that portion of the floor slab center to center
of the slab spans, and the dead load supported by the exterior stringers shall
be that portion from the center of the outside slab span to the fascia. The curb
section and rail above the mandatory horizontal construction joint; the median
if of the superimposed type; and any superimposed wearing surface, proposed
or future, shall be distributed equally to all stringers.
The section properties determined using 3n shall be used for the calculation
of stresses due to composite dead loads; however, it is acceptable for the
analysis used to determine the composite dead load moments, shears and
reactions to be based on the value of n.
Exterior stringers shall be of the same section and capacity as the interior
stringers even though the design analysis indicates that it could be less. If
special cases arise where the design requirements of the exterior stringer are
greater than the interior, modification of the fascia portion of the structure
should be considered.
The standard fascia section shown in Figure 3.2.4-1 usually results in a lower
required design capacity for the exterior stringer than for the interior. The
exterior stringer, therefore, need not be designed when using this standard
fascia unless the stringer spacing is less than 1.7 m. Base sheet SB-1 (M),
which details special cantilever forming requirements, shall be included in the
plans when W690 or smaller steel beams are used in order to prevent
excessive torsion on these shallow beams.
3.3.2 Limiting Live The limiting ratios of live load deflection to span length for simple or continuous
Load
spans as given in AASHTO Article 10.6, shall be applied only to bridges with
Deflection of
Stringers pedestrian sidewalk and/or bicycle lanes.
The live load deflection shall be computed considering all beams acting
together and having equal deflection. All lanes shall be loaded simultaneously
subject to the reduction in load intensity allowed for such loading. Impact shall
apply.
3.3.3 Uplift at End End reactions of continuous beam designs shall be checked in accordance
Reactions with Article 3.17 of the AASHTO Specifications for uplift. Since the floor slab
and diaphragm system is considered sufficiently rigid for the necessary
distribution, uplift investigation should be based on all beams acting together
and having equal reactions under the critical loading. All lanes should be
loaded simultaneously and impact shall apply. The number of traffic lanes
loaded shall be in accordance with Article 3.6 of the AASHTO Specifications
subject to the reductions of Article 3.12.
The allowance for future wearing surface should not be included in uplift
calculations when this additional dead load increases the end reactions.
3.3.4 Design of All steel stringers, girders, floor beams or sub-stringers shall be of rolled beam
Steel or welded plate design. Generally, all shop connections shall be welded. All
Stringers- field connections shall be made with mechanical fasteners.
General
3.3.5 Notch The main load carrying members of steel bridges subject to tensile stresses
Toughness shall conform to the Supplemental Requirements for Notch Toughness (Zone
Requirements
2). These tensile members, including flanges, webs and splice plates shall be
designated on the plans by “N.T.R.” with an explanation of these letters on the
sheet. Cross frame elements and their connecting plates carrying design
stresses for curved structures shall also be designated “N.T.R.”
3.3.6 Cover Plates Cover plates shall be limited to one on any flange. The maximum thickness
shall not be greater than 2 times the thickness of the flange to which the cover
plate is attached. The minimum thickness shall not be less than 1/24 times the
distance between welds measured transverse to the direction of stress or 10
mm, whichever is greater.
The minimum length of any cover plate shall be twice the depth of the beam
plus 1 m. The maximum width of any cover plate shall be the flange width minus
30 mm.
The designer should be aware that the use of cover plates might not be
practical or economical under the current AASHTO fatigue requirements,
especially for structures subjected to high cyclic stresses. In structures with
high stress cycles, the designer should consider the possibility of utilizing
larger beam sections in lieu of the cover plates.
The standard end treatment for cover plates is shown in Figure 3.3.6-1.
3.3.7 Composite In continuous wide flange beams and plate girders, composite design shall be
Beam Design-
limited to the positive moment areas. No shear connectors shall be allowed
Shear
Connectors in the negative moment areas over the interior supports. However, composite
design in the negative moment areas may be considered when existing steel
beams are rehabilitated to current AASHTO Specifications.
In the design of steel box girders (trough type), the hardened slab is considered
to act effectively in preventing the lateral torsional instability of the box beam.
To ensure this behavior, shear connectors should be provided in both the
positive and negative moment areas of the steel box beam even if composite
action is not considered in the negative moment areas.
In continuous composite plate girders, the minimum top flange plate width shall
be 300 mm and the minimum thickness shall be 20 mm.
Figure 3.3.7-1
Apr. 99 Page 3-69
Bridge Manual Section 3 - Design
3.3.8 Welded Girder Figures 3.3.8-1 through 3.3.8-4 shall be used to determine whether a reduction
Flange
in plate thickness justifies the cost of the butt weld.
Transitions
The thicker plate in the transition shall be limited to approximately twice the
thickness of the thinner plate. When possible the flange width between bolted
splices shall be kept constant for economical fabrication.
Butt welded thickness transitions are subject to the applicable fatigue allow-
able range of stresses, Category B.
3.3.9 Camber Rolled beams shall not be cambered unless prior approval is obtained from the
Bureau of Bridges and Structures.
The plate girder webs shall be cambered to minimize the fillet heights. Only
the mass of the deck slab and the steel should be considered for deflections
used in computing the camber. When the structure is on a vertical summit
curve, consideration shall be given to increasing the computed camber to
further minimize the fillet heights. The camber shown on the plan shall be the
total adjusted computed camber. Shown below, for guidance, is a typical
example of a properly prepared camber diagram.
Figure 3.3.8-1
Apr. 99 Page 3-71
Bridge Manual Section 3 - Design
Figure 3.3.8-2
Page 3-72 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.3.8-3
Apr. 99 Page 3-73
Bridge Manual Section 3 - Design
Figure 3.3.8-4
Page 3-74 Apr. 99
Bridge Manual Section 3 - Design
3.3.10 Fillet Welds The minimum size of fillet weld shall be according to AASHTO Article 10.23.2.2.
3.3.11 Intermediate Intermediate vertical stiffeners shall be of 10 mm minimum thickness and shall
Vertical be welded on one side of the web with a 6 mm minimum continuous fillet weld.
Stiffeners
Intermediate stiffeners so placed shall be welded to the compression flange,
and undercut at the tension flange. The distance between the end of the
stiffeners and the near edge of the web-to-tension-flange fillet weld shall be
no more than six times or less than four times the web thickness. When
intermediate vertical stiffeners are used as connecting plates for cross frames,
the stiffeners shall be welded to both flanges with fillet welds on both sides of
the stiffeners and the flange stress at these locations shall be investigated for
fatigue under Category C.
The stiffener plates at the junction of the flanges and the web shall be clipped
25 mm horizontally and a minimum vertically of 40 mm or four times the web
thickness plus the size of web-to-flange fillet weld.
For girders with webs equal to or smaller than 1.35 m, it is preferable not to
utilize intermediate stiffeners. For girders with webs larger than 1.35 m, the
web thickness may be increased to limit the vertical stiffeners to only one or
two locations per span beyond those provided for cross frame attachments.
3.3.12 Bearing Bearing stiffeners shall be milled on the bearing end and have a tight fit at the
Stiffeners other end. The bearing stiffener plates at the junction of the flanges and the
web shall be clipped 25 mm horizontally and a minimum vertically of 40 mm or
four times the web thickness plus the size of web-to-flange fillet weld. They
shall be welded to both flanges when used as connecting plates for cross
frames or diaphragms. The welding to the flanges shall be fillet welds on both
sides of the stiffeners. The length of the fillet weld at the mill to bear end shall
be the width of the stiffener minus the 25 mm horizontal clip minus 10 mm (5
mm each end). The length of the fillet weld at the other end shall be the full
width of the stiffener minus the 25 mm horizontal clip.
3.3.13 Structural In order to minimize fillet heights on steel structures, the beam or girder slopes
Steel Framing
shall be changed at the splices to conform to the general configuration of the
bottom of the formed deck slab.
On the structural steel sheet, a table showing top of beam elevations for rolled
beams or top of web elevations for plate girders shall be shown. The elevations
shall be given for all beams or girders at the abutments, piers and splices.
For steel structures on horizontal curve, the uniqueness of the framing plan
layout necessitates the inclusion of additional data on the structural steel
sheets to facilitate fabrication.
The following data are considered essential. However, additional data may
be provided at the discretion of the designer:
B. Plate Girders
1. At all location except splices
The top of the girder shall be set to have a minimum positive fillet height
of 20 mm above any point on the girder.
2. At splices
The top of splice plate shall be set to have a minimum positive fillet
height of 20 mm above any point on the splice plate.
The minimum positive fillets, specified for plate girders, reflect an allowance
for the girder depth’s fabrication tolerance of 5 mm plus and zero minus.
3.3.15 Lateral The need for lateral bracing on all simple or continuous spans shall be
Bracing investigated in accordance with Article 10.21 of AASHTO Specifications. On
continuous spans, only those spans that require lateral bracing shall be
provided with lateral bracing.
Figure 3.3.13-1
Page 3-78 Apr. 97
Bridge Manual Section 3 - Design
3.3.16 Splices Splices shall be located at or near the point or points of dead load contraflexure
and shall be designed in accordance with AASHTO articles 10.18, 10.24,
10.56, 10.57, and 10.58 except as noted. Splices shall be designed for not less
than the average of the required strength at the splice location and the gross
strength of the member, but in any event, not less than 75 percent of the gross
strength of the member. The gross strength of the member shall be defined
as FyS, regardless of whether the member is compact, braced, or unbraced
and shall be considered as the gross strength of the member at that point as
if no splice existed.
In cases of continuous span bridges with composite positive moment areas and
non-composite negative moment areas, the splices shall preferably be located
to miss the additional shear connectors required by AASHTO Article 10.38.5.1.3.
(ie. toward the pier from the point of dead load contraflexure.) This is intended
to avoid the need to place studs directly on top of the splice plate. If this is not
possible, shear studs may be placed on the splice plate, however, in no case
shall a stud be detailed within 75 mm of the centerline of a field splice.
AASHTO M164M (A325) Type 3 high strength bolts shall be specified when
unpainted AASHTO M 270M GR 50W (A588) steel is used. For painted areas
near expansion joints, Type 3 high strength bolts without mechanical galva-
nizing shall be used.
The web splice plates and bolts shall be designed for the effects of shear,
moment and the moment caused by the eccentric shear. The elastic method
shall be used to calculate the force on web bolt groups. This method typically
produces conservative designs of bolt groups. As such, the design bearing
force, jR = 0.9L c tFu £ 18
. dtFu , on the connected material may be taken as
. dtFu , provided the member to be spliced is within the parameters of this
18
manual. The reduced bearing capacity provisions introduced with the
AASHTO Standard Specification, 16th edition are not required.
The net area of the flange splice plate or plates shall be at least equal to the
net area of the flange.
The minimum size flange bolt shall be an M22. Web bolts shall be the same
diameter as the flange bolts when feasible. Bolt patterns shall be symmetrical
about the center of the splice for each flange. Interior flange splice plates must
have a minimum of two rows of fasteners.
Figures 3.10-9 through 3.10-12 depict existing standard beam splice designs
and are provided for special case projects and reference only. These splices
are based on 75 percent of the gross beam section; working load design
specifications; AASHTO M 270M GR 250 steel and must be checked for
fatigue.
Figure 3.3.16-1
Apr. 97 Page 3-81
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Figure 3.3.16-2
Page 3-82 Apr. 97
Bridge Manual Section 3 - Design
3.3.17 Interior Diaphragms or cross frames shall be placed at each support and throughout
Diaphragms
the span at 7.5 m maximum centers. At the free end supports, end diaphragms
and Cross
Frames or frames shall be used. See Section 3.3.18.
The interior diaphragm detail shown in Figure 3.3.17-1 shall be used for rolled
beams and welded plate girders less than 1.05 m deep. The detail shown in
Figure 3.3.17-3 shall be used for welded plate girders with depths of 1.05 m
through 1.2 m with or without stiffeners. The detail in Figure 3.3.17-3 may also
be used at interior supports for welded plate girders less than 1.05 m deep
when the diaphragms are attached at the bearing stiffener locations.
On welded plate girders greater than 1.2 m in depth, cross frames shall be used.
Figures 3.3.17-4 and 3.3.17-5 illustrate details of cross frames for girders with
or without stiffeners. Diaphragms or cross frames on curved girders designed
for curvature effects warrant special design and NTR material. Each girder
designed for curvature effects shall be diaphragmed exactly at its support to
prevent twisting of the girder on its bearing.
For skews greater than 10º, intermediate diaphragms and cross frames shall
be placed at right angles to the stringers. For 10º and smaller skews, the
diaphragms and cross frames may be placed along skew line. Where two
adjacent stringers are not parallel, the diaphragms and frames shall be placed
at right angles to one of the stringers.
Connecting plates for cross frames and diaphragms shall be welded to both
flanges with fillet welds on both sides of the connecting plates. The flange
stress at these locations shall be investigated for fatigue under Category C.
3.3.18 End At the terminations of beam lines, the diaphragms or cross frames are normally
Diaphragms placed along the line defined by the centerline of bearings of the beams and
and Cross
are set level 75 mm below the bottom of the top flange of the low beam at a
Frames
constant elevation across the structure. These end diaphragms shall have a
flange width of 200 mm. (A common end diaphragm is a W310x60).
The designer should verify that the end diaphragm or crossframe used for the
particular design is in compliance with the provisions of Article 3.24.9 of the
AASHTO Specifications.
The end diaphragm detail shown in Figure 3.3.17-1 shall be used for rolled
beams. The detail in Figure 3.3.17-2 shall be used for welded plate girders
with depths of 1.2 m or less. Figures 3.3.17-6 and 3.3.17-7 show details of end
cross frames for welded plate girders greater than 1.2 m in depth with skews
less than 45 degrees and skews greater than or equal to 45 degrees,
respectively.
The same criteria which applies to the diaphragms at the ends of the
superstructure deck is applicable to the diaphragms placed on each side of a
hinge in a span.
3.3.19 Oversized To facilitate erection, all connecting bolt holes for diaphragms, cross frames
Holes in and lateral bracings should be detailed with 4 mm oversize holes for M20 H.S.
Diaphragms,
Bolts and 6 mm oversize holes for M22 H.S. Bolts as shown in Figures 3.3.17-
Cross Frames
& Lateral 1 through 3.3.17-7. These oversized holes shall have hardened washers
Bracings placed over them in accordance with Article 10.24 of the AASHTO Specifica-
tions. The contact surfaces of joints with oversized holes shall be free of paint
or lacquer, except when the zinc-silicate primer is used.
3.3.20 Slotted Holes On skewed and curved girder structures, when the differential dead load
in Intermediate deflection of adjacent girders at any intermediate diaphragm and cross frame
Diaphragms
location is 20 mm or more, the connecting bolt holes for all diaphragms and
and Cross
Frames cross frames in the span shall be detailed with 40 mm long-slotted vertical holes
at the girder with the largest deflection. The long-slotted holes shall be in
accordance with Article 10.24.2.2.3 of the AASHTO Specifications. They shall
be 2 mm wider than the bolt diameter and shall be used in only one of the
connected parts. These slotted holes shall have 8 mm structural plate washers
placed over them.
The long-slotted holes shall also be detailed for the connecting bolt holes for
the intermediate diaphragms and cross frames of adjacent girders along the
stage construction line of all structures.
The bolts for the slotted holes shall only be finger-tightened prior to the deck
slab pouring and then be fully-tightened after the completion of the pouring.
3.3.21 Computation The structural steel plates and their mass, including an allowance for 50% of
of Structural the permissible overweight given in ASTM-A6M in accordance with Article
Steel
505.12 of the Standard Specifications are shown on Pages 4-14 through 4-23
Quantities
of the Design Aid Section. All quantity computations for structural steel shall
be based on the mass values shown.
Figure 3.3.17-1
Page 3-86 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.3.17-2
Apr. 99 Page 3-87
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Figure 3.3.17-3
Page 3-88 Apr. 99
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Figure 3.3.17-4
Apr. 97 Page 3-89
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Figure 3.3.17-5
Page 3-90 Apr. 97
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Figure 3.3.17-6
Apr. 99 Page 3-91
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Figure 3.3.17-7
Page 3-92 Apr. 97
Bridge Manual Section 3 - Design
Figure 3.3.17-8
Jan. 94 Page 3-93
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Figure 3.3.17-9
Page 3-94 Jan. 94
Bridge Manual Section 3 - Design
3.4 Expansion
Devices
3.4.1 Expansion
Joints -
T he type of expansion device to be used on a bridge deck depends on
the length of structure for which the expansion opening is provided, the skew
Limitations
angle of the opening and if the joint is to be sealed. The temperature range
shall be -34 ºC to 54 ºC with a normal installation temperature of 10 ºC. For
design purpose, the coefficient of linear expansion shall be 0.000011/ ºC for
steel and concrete structures.
Figure 3.4.2-6 sets the limits for sealed joints (preformed joint seals,
neoprene expansion joints and finger plate joints).
3.4.2 Sealed All expansion joints shall be sealed to exclude deck drainage from the
Expansion openings.
Joints
Figures 3.4.2-7 through 3.4.2-9 show the details of the preformed joint seals
and the openings for neoprene seals. The details for the Neoprene Joints
are given by the EJ-CS (M) Series of the Standard Base Sheets.
Figures 3.4.2-2 through 3.4.2-5 show the details of a finger plate joint with
a trough for use with moderate movements of up to 200 mm. Adequate
elevations and dimensions shall be furnished on the plans to guide fabrica-
tors in detailing the trough support angles and splash plates and to obtain
a proper fit.
Special expansion joint designs, other than those detailed in this manual are
required for movements in excess of 200 mm. The Bureau of Bridges and
Structures should be consulted to verify the viability and acceptability of any
special joint design proposed for use.
3.4.3 Substructure The substructure elements under expansion joints shall be provided with
Treatments bridge seat sealer as an additional protective treatment to the epoxy coated
rebars.
Figure 3.4.2-1
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Figure 3.4.2-2
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Figure 3.4.2-3
Apr. 97 Page 3-99
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Figure 3.4.2-4
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Figure 3.4.2-5
Apr. 97 Page 3-101
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Figure 3.4.2-6
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Figure 3.4.2-7
Apr. 99 Page 3-103
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Figure 3.4.2-8
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Figure 3.4.2-9
Jan. 94 Page 3-105
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Figure 3.4.2-10
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3.5 Bearings
3.5.1 Bearing
Assemblies
S tandard Elastomeric Expansion Bearing Assemblies for all conventional
structures are detailed in Section 3.5.4. These bearings shall be utilized for
all new designs that are within the parameters outlined in Section 3.5.4. The
standard fixed bearing used in conjunction with the standard elastomeric
bearings is the low profile fixed bearing detailed in Figure 3.5.1-1.
Special bearing designs such as pot, disc, and isolation bearings that are not
detailed in this manual, may be required for long span, unique, and seismically
sensitive structures. There are a variety of special bearing designs that may
or may not conform to the Department’s specifications and design require-
ments. The Bureau of Bridges and Structures should be consulted to verify
the acceptability of any special bearing recommended for use. A Special
Provision is available to cover the use of such special bearings under the
generic title “Floating Bearings.”
Elastomeric and steel bearings for prestressed concrete I Beams and expan-
sion and fixed bearings for PPCD Beams are detailed in the Prestressed
Concrete Manual.
M24 60 x 60 x 8 40
M30 65 x 65 x 8 46
M36 75 x 75 x 8 52
M48 85 x 85 x 8 64
Details of bearings no longer commonly used are given in Section 3.10. These
bearings may be used in special situations and for rehabilitation projects where
in-kind replacement or matching of existing bearings is necessitated.
Rocker bearings used with rolled beam structures are detailed in Figures
3-10-13 through 3.10-17. These assemblies may be used for welded
girders with expansion lengths less than 68 m and reactions less than or
equal to that allowed by AASHTO Article 10.32.4 using the established
rocker radius of 300 mm. This radius limits the reaction to 2889 kN/m of
the rocker for M 270M Grade 250 steel. For plate girders with expansion
lengths or reactions greater than these limits, the bearings detailed in
Figures 3.10-19, 3.10-20 and 3.10-21 may be used.
Figure 3.10-19 details a low profile fixed abutment bearing. Figure 3.10-18
illustrates a special bearing treatment for single rolled beam spans of less
than 14 m. Rocker bearings for concrete deck girders are detailed in
Figures 3.10-22 through 3.10-26 and the roller bearing for concrete slab
structures is shown in Figure 3.10-27.
Figure 3.5.1-1
Apr. 99 Page 3-109
Bridge Manual Section 3 - Design
3.5.2 Thickness of Bearing plate thicknesses and connecting weld sizes shall be determined by
Plates
use of the formulas given in Figure 3.5.2-1. The thickness of top bearing plates
on girders with bearing stiffeners shall be 80% of the thickness required if no
stiffeners were present.
On steel stringers, top bearing plates shall be beveled if the beam grade
is 2.0% or greater.
Figure 3.5.2-1
Apr. 97 Page 3-111
Bridge Manual Section 3 - Design
3.5.3 Seismic The connection of the superstructure to the substructure for bridges in Seismic
Requirements
Performance Category A shall be designed to withstand the total horizontal
forces equal to 20% of the contributing dead loads of the superstructure in the
restrained directions. The following equations and tables provide guidelines
in meeting these connection requirements. These guidelines are applicable
to structures which use a combination of elastomeric bearings and low-profile
fixed bearings to support the beams. Structures requiring the use of other
bearing types or in a Seismic Performance Category other than A shall be
independently investigated.
The number of anchor bolts required along each beam line is given by the
following equation.
0. 2DL
N=
F
N: number of anchor bolts required for the given bearing under
consideration for Seismic Performance Category A
DL: sum of all contributing superstructure dead loads in the restrained
direction at the given bearing under consideration. (service)
F: the allowable shear force per anchor bolt for seismic loading given
in the following table:
F (kN) F (kN)
Bolt Dia. (mm)
A 307 M 164M (A 325M)
M48 205.7 -
M64 365.8 -
The Illinois coil lock anchor bolt detailed on base sheet ABB-1 (M) exceeds the
capacities of both the A 307 and M 164M (A 325M) anchor bolts. The maximum
size of anchor bolts shall be limited to M36, when feasible.
Elastomeric Bearing
Anchor Bolt Sizes*
(per Side Retainer In Seismic Performance Category A)
A 307 Bolt
Bearing Size
Dia. x Length (mm)
*Lengths shown are the required total lengths for the Illinois Coil or
cast-in-place headed anchor bolts. The required total length for the
sealed capsule alternate anchor bolt shall be according to the
manufacturer’s recommendations.
The maximum diameter of anchor bolts shall be limited to 36 mm. When special
bearing designs are required, M 164M (A 325M) bolts may be used and/or
multiple bolts per side retainer.
The number and size of pintles required at fixed bearings shall be designed
for the same horizontal forces as the anchor bolts provided for at that bearing.
The number of pintles which will be required along each beam line is given by
the following equation:
0. 2DL
Np =
Fp
Fp (kN) Fp (kN)
Pintle Dia. (mm)
Fy = 250 MPa Fy = 345 MPa
35 144.3 199.2
38 170.1 234.8
40 188.5 260.1
45 238.6 329.2
50 294.5 406.4
55 356.4 491.8
3.5.4 Elastomeric Elastomeric bearing assemblies are divided into three types according to the
Expansion
expansion lengths which they will accommodate. The details of the types are
Bearing
Assemblies: shown in Figure 3.5.4-1.
The Type III bearing was developed to accommodate expansion lengths which
exceed the limitations of the Type II bearing. The Type III is essentially a Type
II with a shear restrictor pin added to prevent the rubber from overstressing in
shear as movement occurs. The movement in excess of that allowed by the
shear restrictor pin is accommodated by slippage on the teflon surface.
There is no limitation on the expansion length for which the Type III may be used
as long as sufficient travel capability is provided by the shear restrictor pin and
the size of the stainless steel plate. The rubber thickness is based on the
deformation allowed by the shear restrictor pin and the rotational requirements
for nonparallel load surfaces.
Figures 3.5.4-11, 3.5.4-12 and 3.5.4-13 depict standard details for the Type
I, Type II, and Type III elastomeric expansion bearings respectively. Figues
3.5.4-14 and 3.5.4-15 depict unique elastomeric bearing details which are
intended to ease future bearing replacement. These details shall be reserved
for new structures with semi-integral abutments.
3.* The stress due to dead load shall be between 1.4 MPa and 3.5
MPa.
4.* The stress due to dead load plus live load without impact shall be
between 1.4 MPa and 5.5 MPa.
Design aids have been produced which incorporate the design parameters
and limitations. These aids are shown in Figures 3.5.4-2 through 3.5.4-10. The
following is a step by step procedure for using the design tables.
Step 2. The type of bearing required is determined from the table in Figure
3.5.4-4. If a Type III is required, the table in Figure 3.5.4-3 must be
checked to see that the limits of the Type III are not exceeded.
Figure 3.5.4-1
Apr. 99 Page 3-119
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Figure 3.5.4-2
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Figure 3.5.4-3
Apr. 99 Page 3-121
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Figure 3.5.4-4
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Figure 3.5.4-5
Apr. 99 Page 3-123
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Figure 3.5.4-6
Page 3-124 Apr. 99
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Figure 3.5.4-7
Apr. 99 Page 3-125
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Figure 3.5.4-8
Page 3-126 Apr. 99
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Figure 3.5.4-9
Apr. 99 Page 3-127
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Figure 3.5.4-10
Page 3-128 Apr. 99
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Figure 3.5.4-11
Apr. 99 Page 3-129
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Figure 3.5.4-12
Page 3-130 Apr. 99
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Figure 3.5.4-13
Apr. 99 Page 3-131
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Figure 3.5.4-14
Page 3-132 Apr. 99
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Figure 3.5.4-15
Apr. 99 Page 3-133
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Figure 3.5.4-16
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Figure 3.5.4-17
Jan. 94 Page 3-135
Bridge Manual Section 3 - Design
Slope
Bearing We Le Tp Np Ts Ns ERT Te Max. %
(mm) (mm) (mm) (mm) (mm) (mm)
TABLE OF DIMENSIONS
TYPE 1 BEARING
Figure 3.5.4-19
Apr. 99 Page 3-137
Bridge Manual Section 3 - Design
Bearing We Le Tp Np Ts Ns ERT Te
(mm) (mm) (mm) (mm) (mm) (mm)
TABLE OF DIMENSIONS
TYPE 2 AND 3 BEARING
Figure 3.5.4-20
Page 3-138 Apr. 99
Bridge Manual Section 3 - Design
Bearing Tb* Dp Ds Hp
(mm) (mm) (mm) (mm)
152-a 25 25 38 38
152-b 25 25 38 58
152-c 25 25 38 64
178-a 25 25 38 46
178-b 25 25 38 58
178-c 32 25 38 64
230-a 32 32 45 64
230-b 38 32 45 90
230-c 45 32 45 102
254-a 38 32 45 76
254-b 38 32 45 90
254-c 45 32 45 108
254-d 50 32 45 122
280-a 38 38 51 70
280-b 38 38 51 84
280-c 45 38 51 102
280-d 50 38 51 122
306-a 32 38 51 64
306-b 45 38 51 84
306-c 50 38 51 102
306-d 50 38 51 122
306-e 60 38 51 140
TABLE OF DIMENSIONS
TYPE 3 BEARING (CONTINUED)
Figure 3.5.4-21
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Bridge Manual Section 3 - Design
3.6 Abutments
3.6.1 General N o impact shall be included in the design of elements below the bearing
seat. Impact shall be included in all substructure elements (including piling)
when the superstructure is monolithic with the bearing substructure.
3.6.2 Reinforcement On all Interstate, primary route and grade separation structures, all reinforce-
ment bars in abutment elements shall be epoxy coated.
3.6.3 Standard Pile The general details and design criteria for the standard pile bent abutments
Bent are shown in Figures 3.6.3-1 and 3.6.3-2.
Abutments
An alternate pile bent abutment is shown in Figure 3.6.3-1.1. This detail may
be used on abutments with small lateral loads or in situations where the entire
pile length is in natural ground and as required by design. Generally short right
angle wings are used with this detail rather than the standard end posts.
A pile bent abutment for a fixed slab bridge is shown in Figure 3.6.3-3. The
slab shall be connected to the abutment cap with a minimum of #15 (E) bars
at 300 cts. however, no reinforcement shall connect the slab to the approach.
A single row of piles is prefered for fixed conditions.
Concrete piles should be driven through precored holes if the distance from
the bottom of the abutment to natural ground is greater than 3 m.
When natural ground is at or near the elevation of the bottom of the abutment
cap, consideration should be given to placing the cap on a spread footing
instead of using the pile bent type abutment.
Provisions for drainage shall be provided behind pile bent abutments. The
drainage details shall be similar to those shown for integral abutments in Figure
3.6.12-1.
3.6.4 Abutment The minimum thickness of a spread footing or a footing supported on piles
Footings under an abutment shall be 600 mm unless design calculations indicate the
necessity of a footing of greater thickness. If a spread footing is founded on
rock, the entire footing shall be keyed a minimum of 150 mm into solid rock.
The minimum pile spacing shall be 1 m for 305 mm piles and 1.1 m for 356 mm
piles. If necessary, smaller pile spacings may be used for point bearing piles
provided the spacings are approved by the Bureau of Bridges and Structures.
The maximum pile spacing shall be limited to 3.5 times the effective footing
thickness plus 300 mm but not to exceed 2.5 m.
For the design of the pile supported footing in flexure and in shear, the pile load
shall be distributed in a width equal to 0.8X + 1.143 m but not wider than the
longitudinal pile spacing. Where X is the distance from the edge of the vertical
wall to the center line of the pile under consideration.
Figure 3.6.3-1
Apr. 99 Page 3-143
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Figure 3.6.3-1.1
Page 3-144 Mar. 95
Bridge Manual Section 3 - Design
Figure 3.6.3-2
Apr. 99 Page 3-145
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Figure 3.6.3-3
Page 3-146 Apr. 97
Bridge Manual Section 3 - Design
3.6.5 Closed Joints in closed concrete abutments shall be similar to those illustrated in
Abutments - Figure 3.10-5. Reinforcement shall be continuous through construction joints,
General but no reinforcement shall pass through expansion joints. Only construction
joints are permitted in the footings.
Wing walls of a closed abutment shall not be poured integrally with the
abutment wall. The wing wall shall be separated from the abutment wall with
a 13 mm joint filled with preformed joint filler. The front face of the wing wall
shall be set back at the top 50 mm from the face of the abutment wall. See Figure
3.6.5-1 for wing wall dimensions and heights. The footing under the wing wall
shall be continuous with and at the same elevation as the abutment footing.
The wing wall footing thickness shall be constant; however, for long wings, the
footing width may be reduced to reflect the reduced overturning moment.
Wing walls shall be designed according to the criteria given to the Culvert
Manual. Batter shall be placed on the front face up to a maximum of 1:24. If
a greater wall thickness is required, place the additional batter on the backface.
The batter shall be constant for the full length of the wing. The minimum
thickness of any wing wall with a closed abutment shall be 300 mm.
Weep holes are to be provided in all closed abutment walls and wing walls
except when the general appearance would be affected such as a closed
abutment adjacent to a traveled roadway. Weep holes shall be located and
dimensioned on the plans as stated in Article 503.12 of the Standard
Specifications. When weep holes are not used, a system of pipe drains should
be used. Figure 3.10-5 presents a suggested pipe drain detail.
The back face of closed abutments and wing walls shall be waterproofed
according to Article 503.18 of the Standard Specifications.
Figure 3.6.5-1
Page 3-148 Apr. 99
Bridge Manual Section 3 - Design
3.6.6 Closed Simple spans supported on closed abutments may be fixed at both supports
Abutments -
when the back-to-back of abutment dimension measured along the centerline
Restrained
Top and of roadway does not exceed 14 m. When both supports are fixed, the
Bottom abutments shall be designed as restrained top and bottom. The design earth
pressure shall be based on a 7.9 kN/m3 equivalent fluid mass. If the approach
roadway is a non-rigid type, there shall be added to the earth pressure a live
load surcharge of 600 mm of soil.
Figure 3.6.6-1 presents general design details for closed abutments restrained
top and bottom.
Figures 3.6.6-2, 3.6.6-3 and 3.6.6-4 detail closed abutments with fixed
supports for slab bridges, R. C. girder bridges and steel stringer bridges,
respectively. These details are generally associated with closed abutments
restrained top and bottom.
Figure 3.6.6-1
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Figure 3.6.6-2
Jan. 94 Page 3-151
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Figure 3.6.6-3
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Figure 3.6.6-4
Mar. 95 Page 3-153
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3.6.7 Closed When the back-to-back dimension between closed abutments exceeds 14 m,
Abutments - the supports for a simple span shall be fixed at one end and expanded at the
Cantilever
other end. For this situation, both closed abutments shall be designed as free
Type
cantilevers. The design earth pressure shall be based on a 6.3 kN/m3
equivalent fluid mass. If the approach roadway is a non-rigid type, there shall
be added to the earth pressure a live load surcharge of 600 mm of soil.
The vertical reinforcement in the back face shall be designed neglecting the
vertical loads. Vertical reinforcement in the front face shall be #15 bars at +
1.2 m centers. Horizontal temperature reinforcement in the front face shall be
#15 bars at 300 mm centers. Horizontal reinforcement in the back face shall
be #15 bars at + 900 mm centers. Batter requirements shall be the same as
that specified for wing walls.
A footing width of 0.545 times the distance from the crown to the bottom of the
footing shall be used as a guide for spread footings with no surcharge.
Approximately 0.5 of the width of the footing should extend behind the wall and
0.33 of the width in front of the wall.
3.6.8 Approach Except as noted hereinafter for semi-integral structures, the approach support
Pavement shall be constructed level unless a superelevated roadway or an excessive
Support
skew cause a total differential seat elevation greater than 300 mm. When the
approach seat is constructed level, the dimension from the top of the approach
pavement down to the approach support at centerline of roadway shall be 385
mm plus the maximum total crown drop plus 25 mm. When superelevation or
excessive skew cause a differential seat elevation greater than 300 mm, the
approach seat shall follow the slope as defined at the edges of the approach
pavement and the dimension from the top of the approach pavement down to
the approach support shall be 410 mm at these locations.
For semi-integral structures, the approach support shall follow the crown of the
roadway. The dimension from the top of the approach pavement down to the
approach support shall be 410 mm.
The dead load reaction of the standard approach pavement is 44 kN per meter
of width. This 44 kN reaction should not be applied on the abutment, if the net
effect is to reduce the load on the piles. On all abutments, regardless of the
type of approach roadway, a support shall be provided for a rigid-type
approach pavement.
3.6.9 Bridge Seats The bridge seats shall be constructed in steps poured monolithically with the
abutment. The minimum step shall be 20 mm. Provide metal shims at each
bearing if steps are less than 20 mm. The elevation of each seat shall be shown
on the plans. Steps 100 mm or larger should be reinforced except for integral
abutments meeting the provisions of Section 3.6.12 (see the following
diagram). In all cases, the bridge seats between the bearings shall be sloped
to drain. The minimum bearing seat requirements detailed for substructure
elements in this manual meet the Seismic Performance Category A bearing
seat support length requirements as specified in the AASHTO Seismic Design
Section 5.3.
3.6.10 End of Slab Figure 3.6.10-1 details the end of the slab treatment at an expansion abutment
Treatment when the approach surface is a rigid type.
Figure 3.6.10-1
Page 3-156 Apr. 99
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3.6.11 Vaulted The general configuration of the standard vaulted abutment utilizing precast,
Abutments prestressed beams to support the abutment span is illustrated in Figure 3.6.11-
1. This abutment is generally used when the abutment design span at right
angles is greater than 6.5 m. Access to the inside of the vault must be provided
for in this type of abutment.
The space provided between the curtain wall and the adjacent precast beam
should be large enough to allow for inspection. The distance from the center
of the curtain wall to the center of the adjacent precast beam may be as large
as the center to center spacings of the precast beams. In any case, the curtain
wall shall be designed to carry its share of vertical load and may be designed
using the provisions in AASHTO Article 3.23.2.3 for outside roadway stringers
and beams.
The minimum transverse distance between the outside rows of piles in the
footings of the sand filled vault shall be 1.8 m. The footing shall be reinforced
transversely top and bottom. The minimum reinforcement in the top of the
footing shall be No. 20 bars at 300 centers. The bottom steel should be
designed.
The vertical steel extending from the footing into the front wall of the sand filled
vault shall be No. 25 bars at 300 centers minimum. The vertical steel in the
wall shall be No. 20 at 300 centers minimum.
Figure 3.10-7 shows the main span bearing location for both types of
abutments.
Figure 3.6.11-3
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Figure 3.6.11-4
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Figure 3.6.11-5
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Figure 3.6.11-6
Apr. 99 Page 3-163
Bridge Manual Section 3 - Design
3.6.12 Integral Traditionally, bridges are designed with expansion joints and other structural
Abutments releases that allow the superstructure to expand and contract freely with
changing temperatures. Integral abutment bridges eliminate expansion joints
in the bridge decks, which reduce the initial construction cost as well as
continued maintenance costs. The use of integral abutment structures is
permitted within the following limitations:
The analysis of the thermal forces introduced into bridge elements when
expansion joints and other structural releases are omitted is not required on
structures within the above limitations.
Figure 3.6.12-2
Page 3-168 Jan. 94
Bridge Manual Section 3 - Design
Figure 3.6.12-3
Apr. 99 Page 3-169
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Figure 3.6.12-3.1
Page 3-170 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.6.12-4
Apr. 99 Page 3-171
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Figure 3.6.12-5
Page 3-172 Mar. 95
Bridge Manual Section 3 - Design
3.6.13 Semi-Integral Semi-integral jointless abutment details are shown in Figures 3.6.13-1,
Jointless
through 3.6.13-4. Applications for these abutments are described in Section
Abutments
2.5.7. Semi-integral abutments shall not be used for structures with a skew
greater than 30°. Wingwalls shall not be connected to the superstructure when
semi-integral jointless abutments are used. The backwall of existing abut-
ments that are to be made semi-integral shall be completely removed, and the
backwall required shall be reconstructed. Loads transferred from the bridge
approach pavement to the substructure shall be considered to act through the
bearing; not the backwall.
Figures 3.5.4-14 and 3.5.4-15 show the preferred bearing details for new
structures with semi-integral abutments. These details are intended to ease
future bearing replacement.
Figure 3.6.13-2
Apr. 99 Page 3-175
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Figure 3.6.13-3
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Figure 3.6.13-4
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Page 3-178
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3.7 Piers
3.7.1 Piers
(General)
G eneral proportions for grade separation piers are shown in Figures 3.7.1-
1 and 3.7.1-2. The ratios given in Figure 3.7.1-2 should be used with caution
for any extreme heights. In all cases, a scale drawing should be made so that
the pier’s true proportion can be visualized. The piers in Figure 3.7.1-1 should
be used with the standard vaulted abutment, and the piers in Figure 3.7.1-2
should be used with the standard pile bent abutment.
The minimum width of any pier cap at a grade separation shall be 760 mm. This
minimum dimension shall be followed unless additional width is needed for the
bearing seats.
On usual stream crossings, the solid pier shown on Base Sheet P-1 (M), PB-
1 (M) or PC-1 (M) can be used. The sides of solid piers shall be straight, except,
when required by design, the sides of those piers shall be battered. The
minimum width at the top of a solid pier shall be 600 mm. If the bearing seat
requirements are such that more than 600 mm in width is needed, consideration
should be given to the use of a hammerhead grade separation pier or a modified
hammerhead pier such as shown on Base Sheet P-10 (M). The ends of pier
stems shall be rounded when located in the main stream. Different pier types
should be considered at bridge sites which lend themselves to special
architectural treatment.
No impact shall be included in the design of elements below the bearing seat.
Impact shall be included in all substructure elements (including piling) when the
superstructure is poured monolithically with the bearing substructure.
3.7.2 Reinforcement On all Interstate, primary route and grade separation structures all reinforce-
ment bars shall be epoxy coated.
Figure 3.7.1-1
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Bridge Manual Section 3 - Design
Figure 3.7.1-2
Apr. 99 Page 3-181
Bridge Manual Section 3 - Design
3.7.3 Pier Caps and Pier caps and base walls may be a maximum of 27 m in length without a joint.
Base Walls
When a joint is required in a pier cap, it shall be an open joint. When base walls
require a joint, it shall be a beveled bonded construction joint with reinforcement
continuous through the joint.
All piers on grade separation structures shall be equipped with a collision wall
which extends 700 mm minimum above the ground. When a guardrail is to be
installed running around the face of the pier, the ground elevation should be
computed at the face of the guardrail. The top of the collision wall shall run
continuously level.
Figure 3.7.3-1 illustrates the base wall criteria for stream crossings, viaducts
and grade separations.
3.7.4 Pier Columns All multi-column trapezoidal piers shall be designed for frame action and
consideration shall be given to stresses and movements resulting from
variations in temperature as well as shrinkage of the concrete. Insofar as
shrinkage and temperature affect the design of the columns of a pier, the
following criteria shall be followed:
Figure 3.7.3-1
Jan. 94 Page 3-183
Bridge Manual Section 3 - Design
3.7.5 Pier Footings The minimum thickness of any spread footing or a footing supported on piles
under a pier shall be 600 mm, unless design calculations indicate the necessity
of a footing of greater thickness.
Under most structures, the footing for the fixed pier will not be the same as the
footing for an expansion pier. When the design indicates a reasonable variance
it shall be reflected on the plans.
The minimum width of any spread footing under an expansion pier shall be one-
fourth the distance from the top of the pier to the bottom of the footing. If the
spread footing is founded on rock, this ratio may be reduced to one-fifth of the
pier height, and keyed a minimum of 150 mm into sound rock. The actual
maximum footing pressure shall be shown on the plans.
The minimum width between the outside rows of piles in a pile supported footing
shall be one-fifth of the pier height.
The minimum pile spacing shall be 1 m for 305 mm piles and 1.1 m for 356 mm
piles. If necessary, smaller pile spacings may be used for point bearing piles
provided the spacings are approved by the Bureau of Bridges and Structures.
The maximum pile spacing shall be limited to 3.5 times the effective footing
thickness plus 300 mm but not to exceed 2.5 m. The minimum edge distance
measured from the side of the pile to the nearest edge of the pier footing shall
be 230 mm.
For the design of the pile supported footing in flexure and in shear, the pile load
shall be distributed in a width equal to 0.8X + 1.143 m but not wider than the
longitudinal pile spacing. Where X is the distance from the edge of the vertical
wall to the center line of the pile under consideration.
The footing dowels for a fixed pier shall be designed to resist the moment
created by the lateral forces transmitted from the superstructure to the
substructure as well as any lateral forces which may act directly on the
substructure. The direction of these forces shall be that direction which
produces maximum overturning at the pier.
3.7.6 Transmission Longitudinal forces transmitted from the superstructure to the substructure
of Transverse shall be as specified by AASHTO in magnitude but applied through the hinge
and
at the bearing.
Longitudinal
Forces
Transverse forces shall be as specified by AASHTO both in magnitude and
points of application.
See Figures 3.7.6-1 and 3.7.6-2 for skew angle of winds producing the
maximum horizontal force.
3.7.7 Design Policy The rivers on which ice forces shall be considered in pier designs are as follows:
on Ice Forces
1. Mississippi River
2. Illinois River
3. Rock River
4. Fox River
5. Kankakee River
6. Iroquois River
Ice forces shall also be considered in pier designs on any other river with
identified ice problems.
The crushing strength of ice for design shall be as specified in the AASHTO
Specifications, Article 3.18.2.2.3. The ice thickness shall be 450 mm for
locations north of Peoria and 300 mm for locations south of Peoria. The height
on the pier at which the ice forces are applied shall be the average of the low
and high water elevations unless more precise data is available. The floating
ice criteria above shall be applied to the ends of piers for each design project.
Forces to the sides of piers shall be applied only if the stream is navigable and
the shore line is a bluff type. For this condition every favorable feature, such
as skew, column action under an assumed condition of a receding water level
and the inability of ice to withstand tension shall be considered to keep the
footing width within the limits of sound engineering judgement.
To confront any floating ice with splitting effect at those sites where heavy ice
movements are known to occur or where relatively rapid stream flow exists, the
upstream nose of the pier shall be beveled and reinforced with a 203x203x12.7
steel angle of AASHTO M 270M GR. 250 and galvanized in accordance with
AASHTO M 111. The angle shall be anchored to the pier with fasteners at 600
mm spacing. No encasements of piers with corrosion resistant steel plates or
any similar treatment is required.
3.7.8 Pile Bents Figure 3.7.8-1 details a reinforced concrete cap for pile bents. If each bearing
is located above a pile, this cap may be used without designing the “p”(E) bars.
The minimum “p”(E) bar shall be a #25 bar. When the bearings are located other
than directly above the piles, the “p”(E) bars shall be designed assuming the
cap as continuous beams supported by the piles only. In no case shall a solid
encasement around the piles be considered as an integral part of the cap or
a support to the cap between the piles.
3.7.9 Pier A typical detail for a fixed slab bridge connection at a pier is shown in Figure
Treatment for 3.7.9-1.
Slab Bridges
Figure 3.7.6-1
Apr. 99 Page 3-187
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Figure 3.7.6-2
Page 3-188 Apr. 99
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Figure 3.7.8-1
Apr. 99 Page 3-189
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Figure 3.7.9-1
Page 3-190 Apr. 99
Bridge Manual Section 3 - Design
3.8 Piles
3.8.1 Pile
Capacities
T he maximum pile capacities shall be as follows:
Concrete Piles
All piles under a foundation unit shall be driven to the same capacity. The
required design capacity per pile shall be shown on the plans. The maximum
pile capacities stated above shall be called for only if required by design
calculations. Figure 3.8.1-1 details a method of computing pile loads on closed
abutment walls and retaining walls.
3.8.2 Pile Piling shall be embedded in footings 300 mm. Footing reinforcement shall be
Embedment placed 75 mm clear of the bottom of the footing and arranged in such a manner
that the pile head can project 300 mm into the footing.
3.8.3 Pile Spacing The minimum pile spacing shall be 1 m for 305 mm piles and 1.1 m for 356 mm
piles. If necessary, smaller pile spacings may be used for point bearing piles
provided the spacings are approved by the Bureau of Bridges and Structures.
The maximum pile spacing shall be limited to 3.5 times the effective footing
thickness plus 300 mm but not to exceed 2.5 m.
a a + b
+
To locate c.g. of Piles = x1 = Sp2 Sp3
A
P MC
S= ±
A I
In this case:
S = Pile Load
P = ΣW
A = Area = portion of piles per m :
1 1 1
= + +
Sp1 Sp2 Sp3
= x1, x2, or x3
x12 x2 x2
= + 2 + 3
Sp1 Sp2 Sp3
Σ W e ΣW
*S2 = − • x2
A I
ΣW eΣW
S3 = + • x3
A I
Determine magnitude and position
of resultant in usual manner.
ΣW eΣW
S2 = + • x2
A I
Figure 3.8.1-1
Page 3-192 Jan. 94
Bridge Manual Section 3 - Design
3.8.4 Point Bearing A pile shall be considered to have point bearing when placed or driven on or
Piles
into a material which is capable of developing the pile load by direct bearing.
Piles shall be considered point bearing when they are driven to shale,
sandstone, limestone or dolomite. When point bearing piles are appropriate,
they shall be steel H piles.
The maximum bearing values for steel H piles should be based on the basic
area of the pile even though pile tip reinforcement is used. Steel H piles used
for point bearing shall be driven to refusal without specifying the capacity in kN.
When steel H piles are used under pile bent type abutments, a 900 mm deep
Class SI concrete encasement shall be provided similar to that shown in Figure
3.8.4-1. The cost of the encasement and the reinforcement is incidental to the
cost of furnishing the piles.
Splices for steel piles are rarely shown on the plans. If the required pile length
cannot be supplied in one continuous pile section, splices will be permitted so
long as full penetration butt welding of the entire section is employed. The
sections preferably should be spliced prior to their placement in the driving
position.
When steel piles are unpredictably found too short on driving, the piles may be
extended either by completely butt welding the sections or by the use of fillet
welds as shown in detail in Figure 3.8.4-2.
3.8.5 Friction Piles A pile shall be considered a friction pile if its point does not rest on or in a material
which is capable of developing the pile load by direct bearing at the point. The
minimum length of any pile shall be 3 m, and the minimum penetration of a friction
pile into natural ground shall be 3 m.
Figure 3.8.4-1
Page 3-194 Apr. 99
Bridge Manual Section 3 - Design
Figure 3.8.4-2
Jan. 94 Page 3-195
Bridge Manual Section 3 - Design
3.8.6 Concrete Piles Base Sheet X-3 (M) details the five acceptable alternates of concrete piles to
be used as friction piles. The 305 mm metal shell is considered to be equivalent
to the 356 mm precast concrete pile and the 356 mm precast, prestressed
concrete pile.
If soil or structural requirements dictate the use of one specific type of concrete
pile, only the acceptable type shall be shown on the plans. In this case the pay
item shall be for the type of pile used, i.e. Precast Concrete Piles, Precast
Prestressed Concrete Piles or Metal Pile Shells.
Concrete piles used under a pile bent type abutment shall be driven to the actual
design capacity but not less than 200 kN.
If metal shell concrete piles are used at pile bent piers, they shall be encased
with Class SI concrete. See Sections 2.6.7 and 2.6.8 for additional details.
Reinforcement spiral shall be used in top of metal shell piles when they are
under pile bent abutments. See Base Sheet X-3 (M). Omit reinforcement spiral
if metal shell piles are under pier footings placed in natural ground.
Concrete piles subject to flexural bending and shear as well as vertical load
shall be designed in accordance with the applicable provisions of the AASHTO
Specifications. Pile details shown on Base Sheets X-3 (M) or X-PB (M) may
require revisions to meet the provisions of the AASHTO Specifications.
Tension stresses will not be permitted in prestressed concrete piles. Pre-
stressed concrete piles may require auxiliary normal grade reinforcement for
pile bent structures and shall not be specified for integral abutment structures.
Base Sheet X-PB (M) details two alternates of concrete piles that may be used
for pile bent piers or abutments when the design requirements exceed the
structural capacities of the alternate piles detailed on Base Sheet X-3 (M). The
Hydraulics Unit shall approve the use of the individual pile encasement details
shown on Base Sheet X-PB (M).
3.8.7 Untreated and Untreated and creosoted piles shall not be used as point bearing piles. Use
Creosoted
of untreated or creosoted piles in pile bent abutments shall be limited to
Piles
situations where the complete length of pile will be embedded in natural ground.
Timber piles shall be creosoted whenever subjected to alternate wet and dry
conditions, such as at-grade separations. At stream crossings, timber piles
shall be untreated if wet conditions exist at all times.
When timber piles are to be driven in very coarse material or when boulders
may be encountered, they shall be equipped with metal shoes.
Page 3-198
Bridge Manual Section 3 - Design
3.9 Embankment
and Slope
Walls
3.9.1 Embankment F igures 3.9.1-1 and 3.9.1-2 show embankment plans for single and dual
bridge pile bent abutments. A construction procedure for embankment cones
is detailed in Figure 3.9.1-3.
Bridge cone embankment quantities and the lengths of pipe culverts under the
bridge cone shall not be shown on the bridge plans. These quantities are
supplied by the District and will be included in their “Summary of Quantities”
for the complete contract plans. The following note should be included in the
“General Notes”:
On the “General Plan” sheet an arrow with the note “Subgrade Elevation” shall
be placed to the top of the embankment. Also, the end of approach slab at the
abutment shall be indicated.
3.9.2 Slope Walls - For complicated slope wall configurations, an additional sheet should be
General included with the “General Plan” sheet showing sufficient dimensions and
elevations to clarify the details.
3.9.3 Abutment A note shall be placed on the plans indicating that all abutment berms shall be
Berms sloped 4.0% to drain.
3.9.4 Slope Walls The thickness of the slope wall shall be 100 mm, and it shall be reinforced with
(Grade
welded wire fabric, 152 x 152 - MW25.8 x MW25.8 with a mass of 2.91 kg/m2.
Separations)
Cost of the mesh is incidental to the cost of slope wall. Under a single structure,
the slope wall shall be paved 600 mm beyond the outside limits of the
superstructure if the structure does not have drains above the slope wall and
1.5 m if the structure does have drains above the slope wall. The lateral edges
shall be provided with cut-off wall for control of possible erosion. See Figure
3.9.4-1 for a detail of this cut-off wall.
The embankment slope between dual structures shall not be paved when the
distance between adjacent slope wall edges exceeds 3 m.
The paved slope wall shall be separated from all contact with a pier by a 50 mm
preformed joint filler. This is detailed in Figure 3.9.4-1. No preformed joint filler
is required between the paved berm and the front of the abutment cap.
Figure 3.9.4-1
Page 3-204 Mar. 95
Bridge Manual Section 3 - Design
Figure 3.9.4-2
Apr. 99 Page 3-205
Bridge Manual Section 3 - Design
3.9.5 Slope Typically stone riprap will be used for the protection of embankments for stream
Protection crossing structures. A typical toe protection detail for stone riprap is shown in
Systems
Figure 2.6.6-2. The riprap size, gradation, and thickness of layer shall be as
(Stream
Crossings) specified in Section 10-302 of the Drainage Manual.
Concrete type slope walls may be used to solve specific protection problems.
The minimum thickness for a paved concrete slope wall shall be 150 mm and
shall be reinforced the same as grade separation slope walls. The toe of the
slope wall shall be detailed at a constant elevation.
The top of the slope protection may terminate at 600 mm above high water.
At stream crossings only, the note “Layout of the slope protection system may
be varied to suit ground conditions in the field, as directed by the Engineer” shall
be placed on the plans.
Figure 3.9.5-1
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Bridge Manual Section 3 - Design
3.10Miscellaneous
Details
Figure 3.10-1
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Bridge Manual Section 3 - Design
Figure 3.10-2
Apr. 97 Page 3-211
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Figure 3.10-3
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Bridge Manual Section 3 - Design
Figure 3.10-4
Mar. 95 Page 3-213
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Figure 3.10-5
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Figure 3.10-6
Jan. 94 Page 3-215
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Figure 3.10-7
Page 3-216 Apr. 99
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Figure 3.10-8
Apr. 99 Page 3-217
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Figure 3.10-9
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Figure 3.10-10
Apr. 97 Page 3-219
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Figure 3.10-11
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Figure 3.10-12
Apr. 97 Page 3-221
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Figure 3.10-13
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Bridge Manual Section 3 - Design
Figure 3.10-14
Apr. 99 Page 3-223
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Figure 3.10-15
Page 3-224 Apr. 99
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Figure 3.10-16
Apr. 99 Page 3-225
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Figure 3.10-17
Page 3-226 Apr. 99
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Figure 3.10-18
Apr. 99 Page 3-227
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Figure 3.10-19
Page 3-228 Apr. 99
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Figure 3.10-20
Apr. 99 Page 3-229
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Figure 3.10-21
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Figure 3.10-22
Apr. 99 Page 3-231
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Figure 3.10-23
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Figure 3.10-24
Apr. 99 Page 3-233
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Figure 3.10-25
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Figure 3.10-26
Apr. 99 Page 3-235
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Figure 3.10-27
Page 3-236 Apr. 99
Bridge Manual Section 4 - Appendix
Section 4 Appendix
4.1 Design Aids
A - Grading
AC - Access Control — Frontage Roads or other features of access control except bridges
B - Bridges (Complete Structures or Substructures only)
BR - Bridge Reconstruction
BY - Bridge Widening
D - Bridge Floors
E - Steel Erection
F - Steel Fabrication
FL - Railroad Crossing Protection
HB - Highway Grade Separation
HVB - Highway Railroad Grade Separation
I - Miscellaneous
K - Interchange Work except bridges
K-HB - Interchange Grade Separations
KHVB - Interchange Grade Separation over Highway and Railroad
L - Lighting
P - Painting
R - Reconstruction
RS - Resurfacing
SB - Subway (Railroad)
T - Storm Sewers or Deficient Drainage Correction
TS - Traffic Signals
VB - Viaducts (Railroad)
W - Pavement Widening
Y - Widening Shoulders and Ditches
Z - City Pavement
Tension Splices
1. No more than 1/2 of the bars are lap spliced within a required lap length.
Use Class B splice
2. More than 1/2 of the bars are lap spliced within a required lap length.
Use Class C splice
1. No more than 3/4 of the bars are lap spliced within a required lap length.
Use Class A splice
2. More than 3/4 of the bars are lap spliced within a required lap length.
Use Class B splice
III. Assume all temperature and shrinkage reinforcement fully stressed. A Class B or Class C splice
must be used depending on amount spliced within required splice length.
Jan. 97
Apr. 94 Page 4-11
Bridge Manual Section 4 - Appendix
Basic Lap
Notes: Use 0.8 Multiplier when bars are spaced 150 mm or more apart and in 75 mm from side of
member.
Top bars are horizontal bars with more than 300 mm of concrete cast below.
Compression Splices
f'c = 24 MPa
fy = 400 MPa
Note: The "within ties" column may be used if the ties throughout the lap length
have an effective area of at least 0.0015 hs.
Where:
Thickness (mm)
2 4 6 8 10 12
Width (mm)
150 2.426 4.851 7.277 9.656 12.040 14.413
155 2.507 5.013 7.520 9.977 12.441 14.893
160 2.587 5.175 7.762 10.299 12.843 15.373
165 2.668 5.336 8.005 10.621 13.244 15.854
170 2.749 5.498 8.247 10.943 13.645 16.334
175 2.830 5.660 8.490 11.265 14.047 16.815
180 2.911 5.822 8.732 11.587 14.448 17.295
185 2.992 5.983 8.975 11.908 14.849 17.776
190 3.072 6.145 9.217 12.230 15.251 18.256
195 3.153 6.307 9.460 12.552 15.652 18.736
200 3.234 6.468 9.703 12.874 16.053 19.217
205 3.315 6.630 9.945 13.196 16.455 19.697
210 3.396 6.792 10.188 13.518 16.856 20.178
215 3.477 6.954 10.430 13.840 17.257 20.658
220 3.558 7.115 10.673 14.161 17.659 21.138
225 3.638 7.277 10.915 14.483 18.060 21.619
230 3.719 7.439 11.158 14.805 18.461 22.099
235 3.800 7.600 11.401 15.127 18.863 22.580
240 3.881 7.762 11.643 15.449 19.264 23.060
245 3.962 7.924 11.886 15.771 19.665 23.541
250 4.043 8.086 12.128 16.093 20.067 24.021
255 4.124 8.247 12.371 16.414 20.468 24.501
260 4.204 8.409 12.613 16.736 20.869 24.982
265 4.285 8.571 12.856 17.058 21.271 25.462
270 4.366 8.732 13.099 17.380 21.672 25.943
275 4.447 8.894 13.341 17.702 22.073 26.423
280 4.528 9.056 13.584 18.024 22.475 26.904
285 4.609 9.217 13.826 18.345 22.876 27.384
290 4.690 9.379 14.069 18.667 23.277 27.864
295 4.770 9.541 14.311 18.989 23.679 28.345
300 4.851 9.703 14.554 19.311 24.080 28.825
310 5.013 10.026 15.039 19.955 24.883 29.786
320 5.175 10.349 15.524 20.598 25.685 30.747
330 5.336 10.673 16.009 21.242 26.488 31.708
340 5.498 10.996 16.494 21.886 27.291 32.669
350 5.660 11.320 16.980 22.530 28.093 33.629
360 5.822 11.643 17.465 23.173 28.896 34.590
370 5.983 11.967 17.950 23.817 29.699 35.551
380 6.145 12.290 18.435 24.461 30.501 36.512
390 6.307 12.613 18.920 25.104 31.304 37.473
400 6.468 12.937 19.405 25.748 32.107 38.434
410 6.630 13.260 19.890 26.392 32.909 39.394
420 6.792 13.584 20.375 27.035 33.712 40.355
430 6.954 13.907 20.861 27.679 34.514 41.316
440 7.115 14.230 21.346 28.323 35.317 42.277
450 7.277 14.554 21.831 28.967 36.120 43.238
460 7.439 14.877 22.316 29.610 36.922 44.199
470 7.600 15.201 22.801 30.254 37.725 45.159
480 7.762 15.524 23.286 30.898 38.528 46.120
490 7.924 15.848 23.771 31.541 39.330 47.081
Thickness (mm)
2 4 6 8 10 12
Width (mm)
500 8.086 16.171 24.257 32.185 40.133 48.042
510 8.247 16.494 24.742 32.829 40.936 49.003
520 8.409 16.818 25.227 33.472 41.738 49.964
530 8.571 17.141 25.712 34.116 42.541 50.925
540 8.732 17.465 26.197 34.760 43.344 51.885
550 8.894 17.788 26.682 35.403 44.146 52.846
560 9.056 18.112 27.167 36.047 44.949 53.807
570 9.217 18.435 27.652 36.691 45.752 54.768
580 9.379 18.758 28.138 37.335 46.554 55.729
590 9.541 19.082 28.623 37.978 47.357 56.690
600 9.703 19.405 29.108 38.622 48.160 57.650
625 10.107 20.214 30.321 40.231 50.166 60.053
650 10.511 21.022 31.533 41.841 52.173 62.455
675 10.915 21.831 32.746 43.450 54.180 64.857
700 11.320 22.639 33.959 45.059 56.186 67.259
725 11.724 23.448 35.172 46.668 58.193 69.661
750 12.128 24.257 36.385 48.278 60.200 72.063
775 12.533 25.065 37.598 49.887 62.206 74.465
800 12.937 25.874 38.810 51.496 64.213 76.867
825 13.341 26.682 40.023 53.105 66.220 79.269
850 13.745 27.491 41.236 54.714 68.226 81.671
875 14.150 28.299 42.449 56.324 70.233 84.074
900 14.554 29.108 43.662 57.933 72.240 86.476
925 14.958 29.916 44.875 59.542 74.246 88.878
950 15.362 30.725 46.087 61.151 76.253 91.280
975 15.767 31.533 47.300 62.761 78.260 93.682
1000 16.171 32.342 48.513 64.370 80.266 96.084
1025 16.575 33.151 49.726 65.979 82.273 98.486
1050 16.980 33.959 50.939 67.589 84.280 100.888
1075 17.384 34.768 52.151 69.198 86.286 103.290
1100 17.788 35.576 53.364 70.807 88.293 105.692
1125 18.192 36.385 54.577 72.416 90.300 108.095
1150 18.597 37.193 55.790 74.025 92.306 110.497
1175 19.001 38.002 57.003 75.635 94.313 112.899
1200 19.405 38.810 58.216 77.244 96.319 115.301
Thickness (mm)
14 16 18 20 22 25 28
Width (mm)
150 16.815 19.217 21.619 23.962 26.358 29.953 33.547
155 17.375 19.857 22.340 24.761 27.237 30.951 34.665
160 17.936 20.498 23.060 25.560 28.116 31.950 35.783
165 18.496 21.138 23.781 26.358 28.994 32.948 36.902
170 19.057 21.779 24.501 27.157 29.873 33.946 38.020
175 19.617 22.420 25.222 27.956 30.751 34.945 39.138
180 20.178 23.060 25.943 28.755 31.630 35.943 40.256
185 20.738 23.701 26.663 29.553 32.509 36.942 41.375
190 21.299 24.341 27.384 30.352 33.387 37.940 42.493
195 21.859 24.982 28.105 31.151 34.266 38.938 43.611
200 22.420 25.622 28.825 31.950 35.144 39.937 44.729
205 22.980 26.263 29.546 32.748 36.023 40.935 45.848
210 23.541 26.904 30.266 33.547 36.902 41.934 46.966
215 24.101 27.544 30.987 34.346 37.780 42.932 48.084
220 24.662 28.185 31.708 35.144 38.659 43.931 49.202
225 25.222 28.825 32.428 35.943 39.538 44.929 50.320
230 25.783 29.466 33.149 36.742 40.416 45.927 51.439
235 26.343 30.106 33.870 37.541 41.295 46.926 52.557
240 26.904 30.747 34.590 38.339 42.173 47.924 53.675
245 27.464 31.387 35.311 39.138 43.052 48.923 54.793
250 28.025 32.028 36.032 39.937 43.931 49.921 55.912
255 28.585 32.669 36.752 40.736 44.809 50.920 57.030
260 29.145 33.309 37.473 41.534 45.688 51.918 58.148
265 29.706 33.950 38.193 42.333 46.566 52.916 59.266
270 30.266 34.590 38.914 43.132 47.445 53.915 60.385
275 30.827 35.231 39.635 43.931 48.324 54.913 61.503
280 31.387 35.871 40.355 44.729 49.202 55.912 62.621
285 31.948 36.512 41.076 45.528 50.081 56.910 63.739
290 32.508 37.152 41.797 46.327 50.959 57.908 64.857
295 33.069 37.793 42.517 47.126 51.838 58.907 65.976
300 33.629 38.434 43.238 47.924 52.717 59.905 67.094
310 34.750 39.715 44.679 49.522 54.474 61.902 69.330
320 35.871 40.996 46.120 51.119 56.231 63.899 71.567
330 36.992 42.277 47.562 52.717 57.988 65.896 73.803
340 38.113 43.558 49.003 54.314 59.746 67.893 76.040
350 39.234 44.839 50.444 55.912 61.503 69.890 78.276
360 40.355 46.120 51.885 57.509 63.260 71.886 80.513
370 41.476 47.401 53.327 59.107 65.017 73.883 82.749
380 42.597 48.683 54.768 60.704 66.774 75.880 84.986
390 43.718 49.964 56.209 62.302 68.532 77.877 87.222
400 44.839 51.245 57.650 63.899 70.289 79.874 89.459
410 45.960 52.526 59.092 65.496 72.046 81.871 91.695
420 47.081 53.807 60.533 67.094 73.803 83.867 93.932
430 48.202 55.088 61.974 68.691 75.561 85.864 96.168
440 49.323 56.369 63.415 70.289 77.318 87.861 98.404
450 50.444 57.650 64.857 71.886 79.075 89.858 100.641
460 51.565 58.932 66.298 73.484 80.832 91.855 102.877
470 52.686 60.213 67.739 75.081 82.589 93.852 105.114
480 53.807 61.494 69.180 76.679 84.347 95.849 107.350
490 54.928 62.775 70.622 78.276 86.104 97.845 109.587
Thickness (mm)
14 16 18 20 22 25 28
Width (mm)
500 56.049 64.056 72.063 79.874 87.861 99.842 111.823
510 57.170 65.337 73.504 81.471 89.618 101.839 114.060
520 58.291 66.618 74.946 83.069 91.376 103.836 116.296
530 59.412 67.899 76.387 84.666 93.133 105.833 118.533
540 60.533 69.180 77.828 86.264 94.890 107.830 120.769
550 61.654 70.462 79.269 87.861 96.647 109.826 123.006
560 62.775 71.743 80.711 89.459 98.404 111.823 125.242
570 63.896 73.024 82.152 91.056 100.162 113.820 127.479
580 65.017 74.305 83.593 92.654 101.919 115.817 129.715
590 66.138 75.586 85.034 94.251 103.676 117.814 131.951
600 67.259 76.867 86.476 95.849 105.433 119.811 134.188
625 70.061 80.070 90.079 99.842 109.826 124.803 139.779
650 72.864 83.273 93.682 103.836 114.219 129.795 145.370
675 75.666 86.476 97.285 107.830 118.613 134.787 150.961
700 78.469 89.678 100.888 111.823 123.006 139.779 156.553
725 81.271 92.881 104.491 115.817 127.399 144.771 162.144
750 84.074 96.084 108.095 119.811 131.792 149.763 167.735
775 86.876 99.287 111.698 123.804 136.185 154.755 173.326
800 89.678 102.490 115.301 127.798 140.578 159.748 178.917
825 92.481 105.692 118.904 131.792 144.971 164.740 184.508
850 95.283 108.895 122.507 135.785 149.364 169.732 190.100
875 98.086 112.098 126.110 139.779 153.757 174.724 195.691
900 100.888 115.301 129.713 143.773 158.150 179.716 201.282
925 103.691 118.504 133.317 147.766 162.543 184.708 206.873
950 106.493 121.706 136.920 151.760 166.936 189.700 212.464
975 109.296 124.909 140.523 155.754 171.329 194.692 218.055
1000 112.098 128.112 144.126 159.748 175.722 199.684 223.647
1025 114.900 131.315 147.729 163.741 180.115 204.676 229.238
1050 117.703 134.518 151.332 167.735 184.508 209.669 234.829
1075 120.505 137.720 154.935 171.729 188.901 214.661 240.420
1100 123.308 140.923 158.539 175.722 193.294 219.653 246.011
1125 126.110 144.126 162.142 179.716 197.688 224.645 251.602
1150 128.913 147.329 165.745 183.710 202.081 229.637 257.193
1175 131.715 150.532 169.348 187.703 206.474 234.629 262.785
1200 134.518 153.734 172.951 191.697 210.867 239.621 268.376
Thickness (mm)
30 32 35 38 40 45 50
Width (mm)
150 35.943 38.339 41.934 45.528 47.924 53.915 59.905
155 37.141 39.617 43.332 47.046 49.522 55.712 61.902
160 38.339 40.895 44.729 48.563 51.119 57.509 63.899
165 39.538 42.173 46.127 50.081 52.717 59.306 65.896
170 40.736 43.451 47.525 51.598 54.314 61.103 67.893
175 41.934 44.729 48.923 53.116 55.912 62.901 69.890
180 43.132 46.007 50.320 54.634 57.509 64.698 71.886
185 44.330 47.285 51.718 56.151 59.107 66.495 73.883
190 45.528 48.563 53.116 57.669 60.704 68.292 75.880
195 46.726 49.841 54.514 59.186 62.302 70.089 77.877
200 47.924 51.119 55.912 60.704 63.899 71.886 79.874
205 49.122 52.397 57.309 62.222 65.496 73.684 81.871
210 50.320 53.675 58.707 63.739 67.094 75.481 83.867
215 51.519 54.953 60.105 65.257 68.691 77.278 85.864
220 52.717 56.231 61.503 66.774 70.289 79.075 87.861
225 53.915 57.509 62.901 68.292 71.886 80.872 89.858
230 55.113 58.787 64.298 69.810 73.484 82.669 91.855
235 56.311 60.065 65.696 71.327 75.081 84.466 93.852
240 57.509 61.343 67.094 72.845 76.679 86.264 95.849
245 58.707 62.621 68.492 74.362 78.276 88.061 97.845
250 59.905 63.899 69.890 75.880 79.874 89.858 99.842
255 61.103 65.177 71.287 77.398 81.471 91.655 101.839
260 62.302 66.455 72.685 78.915 83.069 93.452 103.836
265 63.500 67.733 74.083 80.433 84.666 95.249 105.833
270 64.698 69.011 75.481 81.950 86.264 97.047 107.830
275 65.896 70.289 76.878 83.468 87.861 98.844 109.826
280 67.094 71.567 78.276 84.986 89.459 100.641 111.823
285 68.292 72.845 79.674 86.503 91.056 102.438 113.820
290 69.490 74.123 81.072 88.021 92.654 104.235 115.817
295 70.688 75.401 82.470 89.538 94.251 106.032 117.814
300 71.886 76.679 83.867 91.056 95.849 107.830 119.811
310 74.283 79.235 86.663 94.091 99.043 111.424 123.804
320 76.679 81.791 89.459 97.126 102.238 115.018 127.798
330 79.075 84.347 92.254 100.162 105.433 118.613 131.792
340 81.471 86.903 95.050 103.197 108.628 122.207 135.785
350 83.867 89.459 97.845 106.232 111.823 125.801 139.779
360 86.264 92.015 100.641 109.267 115.018 129.395 143.773
370 88.660 94.571 103.437 112.302 118.213 132.990 147.766
380 91.056 97.126 106.232 115.338 121.408 136.584 151.760
390 93.452 99.682 109.028 118.373 124.603 140.178 155.754
400 95.849 102.238 111.823 121.408 127.798 143.773 159.748
410 98.245 104.794 114.619 124.443 130.993 147.367 163.741
420 100.641 107.350 117.414 127.479 134.188 150.961 167.735
430 103.037 109.906 120.210 130.514 137.383 154.556 171.729
440 105.433 112.462 123.006 133.549 140.578 158.150 175.722
450 107.830 115.018 125.801 136.584 143.773 161.744 179.716
460 110.226 117.574 128.597 139.619 146.968 165.339 183.710
470 112.622 120.130 131.392 142.655 150.163 168.933 187.703
480 115.018 122.686 134.188 145.690 153.358 172.527 191.697
Thickness (mm)
30 32 35 38 40 45 50
Width (mm)
490 117.414 125.242 136.983 148.725 156.553 176.122 195.691
500 119.811 127.798 139.779 151.760 159.748 179.716 199.684
510 122.207 130.354 142.575 154.795 162.942 183.310 203.678
520 124.603 132.910 145.370 157.831 166.137 186.905 207.672
530 126.999 135.466 148.166 160.866 169.332 190.499 211.665
540 129.395 138.022 150.961 163.901 172.527 194.093 215.659
550 131.792 140.578 153.757 166.936 175.722 197.688 219.653
560 134.188 143.134 156.553 169.971 178.917 201.282 223.647
570 136.584 145.690 159.348 173.007 182.112 204.876 227.640
580 138.980 148.246 162.144 176.042 185.307 208.470 231.634
590 141.377 150.802 164.939 179.077 188.502 212.065 235.628
600 143.773 153.358 167.735 182.112 191.697 215.659 239.621
610 146.169 155.914 170.530 185.147 194.892 219.253 243.615
620 148.565 158.470 173.326 188.183 198.087 222.848 247.609
630 150.961 161.025 176.122 191.218 201.282 226.442 251.602
640 153.358 163.581 178.917 194.253 204.477 230.036 255.596
650 155.754 166.137 181.713 197.288 207.672 233.631 259.590
660 158.150 168.693 184.508 200.323 210.867 237.225 263.583
Thickness (mm)
55 60 70 80 90
Width (mm)
150 65.896 71.886 83.867 95.849 107.830
155 68.092 74.283 86.663 99.043 111.424
160 70.289 76.679 89.459 102.238 115.018
165 72.485 79.075 92.254 105.433 118.613
170 74.682 81.471 95.050 108.628 122.207
175 76.878 83.867 97.845 111.823 125.801
180 79.075 86.264 100.641 115.018 129.395
185 81.272 88.660 103.437 118.213 132.990
190 83.468 91.056 106.232 121.408 136.584
195 85.665 93.452 109.028 124.603 140.178
200 87.861 95.849 111.823 127.798 143.773
205 90.058 98.245 114.619 130.993 147.367
210 92.254 100.641 117.414 134.188 150.961
215 94.451 103.037 120.210 137.383 154.556
220 96.647 105.433 123.006 140.578 158.150
225 98.844 107.830 125.801 143.773 161.744
230 101.040 110.226 128.597 146.968 165.339
235 103.237 112.622 131.392 150.163 168.933
240 105.433 115.018 134.188 153.358 172.527
245 107.630 117.414 136.983 156.553 176.122
250 109.826 119.811 139.779 159.748 179.716
255 112.023 122.207 142.575 162.942 183.310
260 114.219 124.603 145.370 166.137 186.905
265 116.416 126.999 148.166 169.332 190.499
270 118.613 129.395 150.961 172.527 194.093
275 120.809 131.792 153.757 175.722 197.688
280 123.006 134.188 156.553 178.917 201.282
285 125.202 136.584 159.348 182.112 204.876
290 127.399 138.980 162.144 185.307 208.470
295 129.595 141.377 164.939 188.502 212.065
300 131.792 143.773 167.735 191.697 215.659
310 136.185 148.565 173.326 198.087 222.848
320 140.578 153.358 178.917 204.477 230.036
330 144.971 158.150 184.508 210.867 237.225
340 149.364 162.942 190.100 217.257 244.414
350 153.757 167.735 195.691 223.647 251.602
360 158.150 172.527 201.282 230.036 258.791
370 162.543 177.320 206.873 236.426 265.980
380 166.936 182.112 212.464 242.816 273.168
390 171.329 186.905 218.055 249.206 280.357
400 175.722 191.697 223.647 255.596 287.546
410 180.115 196.489 229.238 261.986 294.734
420 184.508 201.282 234.829 268.376 301.923
430 188.901 206.074 240.420 274.766 309.111
440 193.294 210.867 246.011 281.156 316.300
450 197.688 215.659 251.602 287.546 323.489
460 202.081 220.452 257.193 293.935 330.677
470 206.474 225.244 262.785 300.325 337.866
480 210.867 230.036 268.376 306.715 345.055
Thickness (mm)
55 60 70 80 90
Width (mm)
490 215.260 234.829 273.967 313.105 352.243
500 219.653 239.621 279.558 319.495 359.432
510 224.046 244.414 285.149 325.885 366.621
520 228.439 249.206 290.740 332.275 373.809
530 232.832 253.999 296.332 338.665 380.998
540 237.225 258.791 301.923 345.055 388.186
550 241.618 263.583 307.514 351.445 395.375
560 246.011 268.376 313.105 357.834 402.564
570 250.404 273.168 318.696 364.224 409.752
580 254.797 277.961 324.287 370.614 416.941
590 259.190 282.753 329.879 377.004 424.130
600 263.583 287.546 335.470 383.394 431.318
610 267.976 292.338 341.061 389.784 438.507
620 272.369 297.130 346.652 396.174 445.696
630 276.763 301.923 352.243 402.564 452.884
640 281.156 306.715 357.834 408.954 460.073
650 285.549 311.508 363.426 415.344 467.261
660 289.942 316.300 369.017 421.733 474.450
Thickness (mm)
100 110 120 130 140
Width (mm)
150 119.516 131.468 143.420 155.371 167.323
155 123.500 135.850 148.200 160.550 172.900
160 127.484 140.232 152.981 165.729 178.478
165 131.468 144.615 157.761 170.908 184.055
170 135.452 148.997 162.542 176.087 189.632
175 139.436 153.379 167.323 181.266 195.210
180 143.420 157.761 172.103 186.445 200.787
185 147.403 162.144 176.884 191.624 206.365
190 151.387 166.526 181.665 196.803 211.942
195 155.371 170.908 186.445 201.982 217.520
200 159.355 175.291 191.226 207.162 223.097
205 163.339 179.673 196.007 212.341 228.674
210 167.323 184.055 200.787 217.520 234.252
215 171.307 188.437 205.568 222.699 239.829
220 175.291 192.820 210.349 227.878 245.407
225 179.274 197.202 215.129 233.057 250.984
230 183.258 201.584 219.910 238.236 256.562
235 187.242 205.966 224.691 243.415 262.139
240 191.226 210.349 229.471 248.594 267.716
245 195.210 214.731 234.252 253.773 273.294
250 199.194 219.113 239.033 258.952 278.871
255 203.178 223.495 243.813 264.131 284.449
260 207.162 227.878 248.594 269.310 290.026
265 211.145 232.260 253.374 274.489 295.604
270 215.129 236.642 258.155 279.668 301.181
275 219.113 241.024 262.936 284.847 306.758
280 223.097 245.407 267.716 290.026 312.336
285 227.081 249.789 272.497 295.205 317.913
290 231.065 254.171 277.278 300.384 323.491
295 235.049 258.553 282.058 305.563 329.068
300 239.033 262.936 286.839 310.742 334.646
310 247.000 271.700 296.400 321.100 345.800
320 254.968 280.465 305.962 331.458 356.955
330 262.936 289.229 315.523 341.816 368.110
340 270.904 297.994 325.084 352.175 379.265
350 278.871 306.758 334.646 362.533 390.420
360 286.839 315.523 344.207 372.891 401.575
370 294.807 324.287 353.768 383.249 412.729
380 302.775 333.052 363.329 393.607 423.884
390 310.742 341.816 372.891 403.965 435.039
400 318.710 350.581 382.452 414.323 446.194
410 326.678 359.346 392.013 424.681 457.349
420 334.646 368.110 401.575 435.039 468.504
430 342.613 376.875 411.136 445.397 479.659
440 350.581 385.639 420.697 455.755 490.813
450 358.549 394.404 430.259 466.113 501.968
460 366.517 403.168 439.820 476.471 513.123
470 374.484 411.933 449.381 486.830 524.278
480 382.452 420.697 458.942 497.188 535.433
Thickness (mm)
100 110 120 130 140
Width (mm)
490 390.420 429.462 468.504 507.546 546.588
500 398.388 438.226 478.065 517.904 557.742
510 406.355 446.991 487.626 528.262 568.897
520 414.323 455.755 497.188 538.620 580.052
530 422.291 464.520 506.749 548.978 591.207
540 430.259 473.284 516.310 559.336 602.362
550 438.226 482.049 525.872 569.694 613.517
560 446.194 490.813 535.433 580.052 624.672
570 454.162 499.578 544.994 590.410 635.826
580 462.130 508.342 554.555 600.768 646.981
590 470.097 517.107 564.117 611.126 658.136
600 478.065 525.872 573.678 621.484 669.291
610 486.033 534.636 583.239 631.843 680.446
620 494.000 543.401 592.801 642.201 691.601
630 501.968 552.165 602.362 652.559 702.756
640 509.936 560.930 611.923 662.917 713.910
650 517.904 569.694 621.484 673.275 725.065
660 525.872 578.459 631.046 683.633 736.220
Page 4-24
Bridge Manual Section 4 - Appendix
4.2 Base Sheets Base sheets are intended to be used without revision except for the addition
of some items which have intentionally been left blank. Base sheets such as
R-25, R-27, etc. specify alternate details. Typically, not all of the alternates
will pertain to the specific job to which the base sheet was attached; however,
in most cases details and notes located elsewhere in the plans should clarify
which alternate is applicable. In most cases it is not necessary to cross out
details which do not pertain.
In some cases it may be necessary to modify details or add details to the base
sheets. When this is done, the name and date of the base sheet in the lower
left corner should be removed. This alerts the plan reviewer that the base sheet
has been revised and that it will need to be reviewed. This also maintains the
integrity of the base sheets by preventing the revised base sheet from being
used on future jobs as if it was the original.
Apr. 99
Bridge Manual Section 4 - Appendix
Table of Contents
8 1/2" x 11" Reductions of 23" x 36" Sheets
Abutments
(See Metric Substructure Library-
MBSLSUB.CEL)
Vaulted (Sand Filled) AV-S-0 (M) AV, AV0 & AV01 4/30/97
AV-S-L (M) AV1, AVL & AVL1 4/30/97
AV-S-R (M) AV1, AVR & AVR1 4/30/97
Anchor Bolts
(See Metric Substructure Library-
MBSLSUB.CEL)
Apr. 99
DESCRIPTION BASE SHEET REQUIRED CELLS DATE
Bar Splicer
(See Metric Superstructure Library-
MBSLSUP.CEL)
BSD-1 (M) BSD & BSD1 4/30/97
Horiz. Cant. Wing Walls DB-H-0 (M) DB1 & DBH0 4/30/99
DB-H-L (M) DB & DBHL 4/30/99
DB-H-R (M) DB & DBHR 4/30/99
"L" Type Wing Walls DB-L-0 (M) DB2 & DBL0 4/30/97
DB-L-L (M) DB3, DBLL & DBLL1 4/30/97
DB-L-R (M) DBLR & DBLR1 4/30/97
"T" Type Wing Walls DB-T-0 (M) DBT0 & DBT01 4/30/99
DB-T-L (M) DBTL & DBTL1 4/30/99
DB-T-R (M) DBTR & DBTR1 4/30/99
Drainage Scupper
(See Metric Superstructure Library-
MBSLSUP.CEL)
Steel with Bituminous Surf. DS-1 (M) DS1 & DS11 4/30/99
Cast Iron with Bituminous Surf. DS-2 (M) DS2 & DS21 4/30/99
Steel without Bituminous Surf. DS-3 (M) DS3 & DS31 4/30/97
Cast Iron without Bituminous Surf. DS-4 (M) DS4 & DS41 4/30/99
Apr. 99
DESCRIPTION BASE SHEET REQUIRED CELLS DATE
Deck Elevations
(See Metric Superstructure Library
MBSLSUP.CEL)
E-S (M) ES 4/30/97
Piers
(See Metric Substructure Library-
MBSLSUB.CEL)
Apr. 99
DESCRIPTION BASE SHEET REQUIRED CELLS DATE
Handrails
(See Metric Superstructure Library-
MBSLSUP.CEL)
Type L (Two Element Alum. Rail) R-20 (M) R20 & R201 4/30/97
Type S-1 (Single Element Side R-23A (M) R23A & R23A1 4/30/97
Mounted Rail)
Type T-1 (Two Element Side R-24A (M) R24A & R24A1 4/30/99
Mounted Rail)
Temporary Bridge Rail R-25 (M) R25 & R251 4/30/99
Type TP-1 (Triple Element Side R-26 (M) R26 & R261 4/30/99
Mounted Rail)
Temp. Conc. Barrier for Stage Constr. R-27 (M) R27 4/30/99
Pedestrian Railing R-28 (M) R28, R281 & R282 4/30/99
Bicycle Railing R-29 (M) R29 & R291 4/30/99
Type WT Steel Railing R-30 (M) R30 & R30A 4/30/99
Steel Bridge Rail Curb mounted R-31 (M) R31 & R311 4/30/99
(2399)
Bridge Fence Railing Parapet R-32 (M) R32, R321 & R322 4/30/99
mounted
Bridge Fence Railing Sidewalk R-33 (M) R33, R331 & R332 4/30/99
mounted
Type SM Steel Bridge Rail Side R-34 (M) R34 & R341 4/30/99
mounted
Apr. 99
DESCRIPTION BASE SHEET REQUIRED CELLS DATE
Appr. Spans for Vaulted Abuts. SA-1-0 (M) SA1 & SA10 4/30/97
(I-Beam) SA-1D-0 (M) SA1D0 4/30/97
SA-1-L (M) SA1 & SA1L 4/30/97
SA-1D-L (M) SA1DL 4/30/97
SA-1-R (M) SA1 &SA1R 4/30/97
SA-1D-R (M) SA1DR 4/30/97
Appr. Spans for Vaulted Abuts. SA-2-0 (M) SA2, SA20 & SA21 4/30/99
(Sand Filled) SA-2-L (M) SA2, SA21 & SA2L 4/30/99
SA-2-R (M) SA2, SA21 & SA2R 4/30/99
Apr. 99
DESCRIPTION BASE SHEET REQUIRED CELLS DATE
Concrete Piles
(See Metric Substructure Library-
MBSLSUB.CEL)
Apr. 99