Bridge Design Manual (LRFD) : M 23-50.12 August 2012
Bridge Design Manual (LRFD) : M 23-50.12 August 2012
Bridge Design Manual (LRFD) : M 23-50.12 August 2012
To get the latest information on WSDOT publications, sign up forindividual email updates at www.wsdot.wa.gov/publications/manuals. Washington State Department of Transportation Bridge and Structures Office PO Box 47340 Olympia, WA 98504-7340 Phone: 360-705-7753 Email: sargenw@wsdot.wa.gov www.wsdot.wa.gov/eesc/bridge/index.cfm?fuseaction=home
Foreword
This manual has been prepared to provide Washington State Department of Transportation (WSDOT) bridge design engineers with a guide to the design criteria, analysis methods, and detailing procedures for the preparation of highway bridge and structure construction plans, specifications, and estimates. It is not intended to be a textbook on structural engineering. It is a guide to acceptable WSDOT practice. This manual does not cover all conceivable problems that may arise, but is intended to be sufficiently comprehensive to, along with sound engineering judgment, provide a safe guide for bridge engineering. A thorough knowledge of the contents of this manual is essential for a high degree ofefficiency in the engineering of WSDOT highway structures. This loose leaf form of this manual facilitates modifications and additions. Newprovisions and revisions will be issued from time to time to keep this guide current.Suggestions for improvement and updating the manual are always welcome. All manual modifications must be approved by the Bridge Design Engineer. The electronic version of this document is available at: www.wsdot.wa.gov/publications/manuals/m23-50.htm
/s/ Jugesh Kapur Jugesh Kapur, P.E., S.E. Bridge and Structures Engineer
Page iii
Foreword
Page iv
Contents
Page
1.2
1.3
Quality Control/Quality Assurance (QC/QA) Procedure . . . . . . . . . . . . . . . . . . . . 1.3-1 1.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-1 1.3.2 Design/Check Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-2 1.3.3 Design/Check Calculation File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-10 1.3.4 PS&E Review Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-11 1.3.5 Addenda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-11 1.3.6 Shop Plans and Permanent Structure Construction Procedures . . . . . . . . . . . . . . 1.3-12 1.3.7 Contract Plan Changes (Change Orders and As-Builts) . . . . . . . . . . . . . . . . . . . 1.3-14 1.3.8 Archiving Design Calculations, Design Files, and S&E Files . . . . . . . . . . . . . . . 1.3-15 1.3.9 Public Disclosure Policy Regarding Bridge Plans . . . . . . . . . . . . . . . . . . . . . . . 1.3-16 1.3.10 Use of Computer Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-17 Coordination With Other Divisions and Agencies . . . . . . . . . . . . . . . . . . . . . . . . . 1.4-1 1.4.1 Preliminary Planning Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4-1 1.4.2 Final Design Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4-1 Bridge Design Scheduling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.2 Preliminary Design Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.3 Final Design Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidelines for Bridge Site Visits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.1 Bridge Rehabilitation Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.2 Bridge Widening and Seismic Retrofits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3 Rail and Minor Expansion Joint Retrofits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4 New Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.5 Bridge Demolition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.6 Proximity of Railroads Adjacent to the Bridge Site . . . . . . . . . . . . . . . . . . . . . . . 1.5-1 1.5-1 1.5-1 1.5-1 1.6-1 1.6-1 1.6-1 1.6-1 1.6-1 1.6-1 1.6-2
1.4
1.5
1.6
1.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.99-1 Appendix 1.1-A1 Appendix 1.5-A1 Appendix 1.5-A2 Appendix 1.5-A3 Appendix 1.5-A4 Bridge Design Manual Revision QA/QC Worksheet . . . . . . . . . . . . . . . . Breakdown of Project Manhours Required Form . . . . . . . . . . . . . . . . . . . Monthly Project Progress Report Form . . . . . . . . . . . . . . . . . . . . . . . . . . . QA/QC Signature Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge & Structures Design Calculations . . . . . . . . . . . . . . . . . . . . . . . . . 1.1-A1-1 1.5-A1-1 1.5-A2-1 1.5-A3-1 1.5-A4-1
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Page
2.2
2.3
Preliminary Plan Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-1 2.3.1 Highway Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-1 2.3.2 Railroad Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-4 2.3.3 Water Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-5 2.3.4 Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-7 2.3.5 Detour Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-7 2.3.6 Retaining Walls and Noise Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-7 2.3.7 Bridge Deck Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-8 2.3.8 Bridge Deck Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-8 2.3.9 Construction Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-8 2.3.10 Design Guides for Falsework Depth Requirements . . . . . . . . . . . . . . . . . . . . . . . 2.3-9 2.3.11 Inspection and Maintenance Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-10 Selection of Structure Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-1 2.4.1 Bridge Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-1 2.4.2 Wall Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-6 Aesthetic Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.1 General Visual Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2 End Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.3 Intermediate Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.4 Barrier and Wall Surface Treatments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.5 Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5-1 2.5-1 2.5-1 2.5-2 2.5-2 2.5-3 2.6-1 2.6-1 2.6-1 2.6-1
2.4
2.5
2.6 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.1 Structure Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2 Handling and Shipping Precast Members and Steel Beams . . . . . . . . . . . . . . . . . 2.6.3 Salvage of Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7
WSDOT Standard Highway Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-1 2.7.1 Design Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-1 2.7.2 Detailing the Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-2
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Page
Appendix 2.2-A1 Appendix 2.2-A2 Appendix 2.2-A3 Appendix 2.2-A4 Appendix 2.2-A5 Appendix 2.3-A1 Appendix 2.3-A2 Appendix 2.4-A1 Appendix 2.7-A1 Appendix 2-B-1 Appendix 2-B-2 Appendix 2-B-3 Appendix 2-B-4 Appendix 2-B-5 Appendix 2-B-6 Appendix 2-B-7 Appendix 2-B-8 Appendix 2-B-9
Bridge Site Data General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A1-1 Bridge Site Data Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A2-1 Bridge Site Data Stream Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A3-1 Preliminary Plan Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A4-1 Request For Preliminary Geotechnical Information . . . . . . . . . . . . . . . . . 2.2-A5-1 Bridge Stage Construction Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-A1-1 Bridge Redundancy Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-A2-1 Bridge Selection Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-A1-1 Standard Superstructure Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-A1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-9
Chapter 3 Loads
3.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-1 3.2 3.3 3.4 3.5 3.6 3.7 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2-1 Load Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3-1 Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4-1 Load Factors and Load Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-1 3.5.1 Load Factors for Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-2 Loads and Load Factors for Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6-1 Load Factors for Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1 3.7.1 Post-tensioning Effects from Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1 3.7.2 Secondary Forces from Post-tensioning, PS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1 Permanent Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1 3.8.1 Deck Overlay Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1 Live Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.1 Live Load Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.2 Live Load Analysis of Continuous Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.3 Loading for Live Load Deflection Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.4 Distribution to Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.5 Bridge Load Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11.1 Wind Load to Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11.2 Wind Load to Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11.3 Wind on Noise Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9-1 3.9-1 3.9-1 3.9-1 3.9-1 3.9-3
3.8 3.9
3.10 3.11
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Noise Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1 3.12.1 Standard Plan Noise Barrier Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1 Earthquake Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13-1 Earth Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14-1 Force Effects Due to Superimposed Deformations . . . . . . . . . . . . . . . . . . . . . . . 3.15-1 Other Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.1 Buoyancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.2 Collision Force on Bridge Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.3 Collision Force on Traffic Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.4 Force from Stream Current, Floating Ice, and Drift . . . . . . . . . . . . . . . . . . . . . . 3.16.5 Ice Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.6 Uniform Temperature Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16-1 3.16-1 3.16-1 3.16-1 3.16-1 3.16-1 3.16-1
3.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.99-1 Appendix 3.1-A1 Appendix 3.1-B1 Torsional Constants ofCommonSections . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-A1-1 HL-93 Loading for Bridge Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-B1-1
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4.2.24 4.2.25 4.2.26 4.2.27 4.2.28 4.2.29 4.2.30 4.2.31 4.2.32 4.3
Splicing ofLongitudinal Reinforcementin Columns Subject toDuctility DemandsforSDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 Development Length for Column Bars Extended intoOversized Pile Shafts for SDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 Lateral Confinement for Oversized Pile Shaft for SDCs C and D . . . . . . . . . . . . . 4.2-11 Lateral Confinement for NonOversized Strengthened Pile Shaf for SDCsC andD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 Requirements for Capacity Protected Members . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 Superstructure Capacity Design for Transverse Direction (Integral Bent Cap) for SDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-12 Superstructure Design for Non Integral Bent Caps for SDCs B, C, and D . . . . . . . 4.2-12 Joint Proportioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-12 CastinPlace and Precast Concrete Piles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-14
Seismic Design Requirements for Bridge Widening Projects . . . . . . . . . . . . . . . . 4.3-1 4.3.1 Seismic Analysis and Retrofit Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3-1 4.3.2 Design and Detailing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3-4 4.4-1 4.4-1 4.4-1 4.4-1 4.4-2 4.4-2
4.4 Seismic Retrofitting ofExisting Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 Seismic Analysis Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.2 Seismic Retrofit Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.3 Computer Analysis Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.4 Earthquake Restrainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.5 Isolation Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Seismic Design Requirements for Retaining Walls . . . . . . . . . . . . . . . . . . . . . . . . 4.5-1 4.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5-1
4.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.99-1 Appendix 4-B1 Appendix 4-B2 Design Examples of Seismic Retrofits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-B1-1 SAP2000 Seismic Analysis Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-B2-1
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5.3
Reinforced Concrete Box Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-1 5.3.1 Box Girder Basic Geometries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-1 5.3.2 Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-5 5.3.3 Crossbeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-13 5.3.4 End Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-16 5.3.5 Dead Load Deflection and Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-18 5.3.6 Thermal Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-19 5.3.7 Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-19 5.3.8 Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-19 Hinges and Inverted T-Beam Pier Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4-1 Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-1 5.5.1 Review of Existing Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-1 5.5.2 Analysis and Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-2 5.5.3 Removing Portions of the Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-5 5.5.4 Attachment of Widening to Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-5 5.5.5 Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-17 5.5.6 Possible Future Widening for Current Designs . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-18 5.5.7 Bridge Widening Falsework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-18 5.5.8 Existing Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-18 Precast Prestressed Girder Superstructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-1 5.6.1 WSDOT Standard Girder Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-1 5.6.2 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-3 5.6.3 Fabrication and Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-12 5.6.4 Superstructure Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-15 5.6.5 Repair of Damaged Girders at Fabrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-18 5.6.6 Repair of Damaged Girders in Existing Bridges . . . . . . . . . . . . . . . . . . . . . . . . 5.6-18 5.6.7 Short Span Precast Prestressed Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-23 5.6.8 Precast Prestressed Concrete Tub Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-24 5.6.9 Prestressed Girder Checking Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-24 5.6.10 Review of Shop Plans for Pretensioned Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-25 Deck Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-1 5.7.1 Deck Slab Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-1 5.7.2 Deck Slab Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-2 5.7.3 Stay-in-place Deck Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-6 5.7.4 Bridge Deck Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-7 5.7.5 Bridge Deck HMA Paving Design Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-12 Cast-in-place Post-tensioned Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-1 5.8.1 Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-1 5.8.2 Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-8 5.8.3 Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-9 5.8.4 Shear and Anchorages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-14 5.8.5 Temperature Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-15 5.8.6 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-16 5.8.7 Post-tensioning Notes Cast-in-place Girders . . . . . . . . . . . . . . . . . . . . . . . . 5.8-17
5.4 5.5
5.6
5.7
5.8
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5.9
Spliced Precast Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.2 WSDOT Criteria for Use of Spliced Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.3 Girder Segment Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.4 Joints Between Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.5 Review of Shop Plans for Precast Post-tensioned Spliced-girders . . . . . . . . . . . . . 5.9.6 Post-tensioning Notes Precast Post-tensioning Spliced-Girders . . . . . . . . . . . .
5.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.99-1 Appendix 5.1-A1 Appendix 5.1-A2 Appendix 5.1-A3 Appendix 5.1-A4 Appendix 5.1-A5 Appendix 5.1-A6 Appendix 5.1-A7 Appendix 5.1-A8 Appendix 5.2-A1 Appendix 5.2-A2 Appendix 5.2-A3 Appendix 5.3-A1 Appendix 5.3-A2 Appendix 5.3-A3 Appendix 5.3-A4 Appendix 5.3-A5 Appendix 5.3-A6 Appendix 5.3-A7 Appendix 5.3-A8 Appendix 5.6-A1-1 Appendix 5.6-A1-2 Appendix 5.6-A1-3 Appendix 5.6-A1-4 Appendix 5.6-A1-5 Appendix 5.6-A1-6 Appendix 5.6-A1-7 Appendix 5.6-A1-8 Appendix 5.6-A1-9 Appendix 5.6-A1-10 Appendix 5.6-A1-11 Appendix 5.6-A1-12 Appendix 5.6-A1-13 Appendix 5.6-A2-1 Appendix 5.6-A2-2 Appendix 5.6-A2-3 Standard Hooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-A1-1 Minimum Reinforcement Clearance and Spacing for Beams and Columns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-A2-1 Reinforcing Bar Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-A3-1 Tension Development Length of Deformed Bars . . . . . . . . . . . . . . . . . . . 5.1-A4-1 Compression Development Length and Minimum Lap Splice of Grade 60 Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-A5-1 Tension Development Length of 90 and 180 Standard Hooks . . . . . . . . 5.1-A6-1 Tension Lap Splice Lengths of Grade 60 Bars Class B . . . . . . . . . . . . . 5.1-A7-1 Prestressing Strand Properties and Development Length . . . . . . . . . . . . . 5.1-A8-1 Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-A1-1 Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-A2-1 Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-A3-1 Positive Moment Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-A1-1 Negative Moment Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-A2-1 Adjusted Negative Moment Case I (Design for M at Face of Support) . . 5.3-A3-1 Adjusted Negative Moment Case II (Design for M at 1/4 Point) . . . . . . . . 5.3-A4-1 Cast-In-Place Deck Slab Design for Positive Moment Regions c = 4.0 ksi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-A5-1 Cast-In-Place Deck Slab Design for Negative Moment Regions c = 4.0 ksi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-A6-1 Slab Overhang Design-Interior Barrier Segment . . . . . . . . . . . . . . . . . . . 5.3-A7-1 Slab Overhang Design-End Barrier Segment . . . . . . . . . . . . . . . . . . . . . . 5.3-A8-1 Span Capability of W Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-1-1 Span Capability of WF Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-2-1 Span Capability of Bulb Tee Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-3-1 Span Capability of Deck Bulb Tee Girders . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-4-1 Span Capability of Slab Girders with 5 CIP Topping . . . . . . . . . . . . . 5.6-A1-5-1 Span Capability of Trapezoidal Tub Girders without Top Flange . . . . . 5.6-A1-6-1 Span Capability of Trapezoidal Tub Girders with Top Flange . . . . . . . 5.6-A1-7-1 Span Capability of Post-tensioned Spliced I-Girders . . . . . . . . . . . . . . 5.6-A1-8-1 Span Capability of Post-tensioned Spliced Tub Girders . . . . . . . . . . . . 5.6-A1-9-1 I-Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-1 Short Span and Deck Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-2 Spliced Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-3 Tub Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-4 Single Span Prestressed Girder Construction Sequence . . . . . . . . . . . . 5.6-A2-1 Multiple Span Prestressed Girder Construction Sequence . . . . . . . . . . . 5.6-A2-2 Raised Crossbeam Prestressed Girder Construction Sequence . . . . . . . . 5.6-A2-3
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Appendix 5.6-A3-1 Appendix 5.6-A3-2 Appendix 5.6-A3-3 Appendix 5.6-A3-4 Appendix 5.6-A3-5 Appendix 5.6-A3-6 Appendix 5.6-A3-7 Appendix 5.6-A3-8 Appendix 5.6-A3-9 Appendix 5.6-A3-10 Appendix 5.6-A4-1 Appendix 5.6-A4-2 Appendix 5.6-A4-3 Appendix 5.6-A4-4 Appendix 5.6-A4-5 Appendix 5.6-A4-6 Appendix 5.6-A4-7 Appendix 5.6-A4-8 Appendix 5.6-A4-9 Appendix 5.6-A4-10 Appendix 5.6-A4-11 Appendix 5.6-A4-12 Appendix 5.6-A4-13 Appendix 5.6-A4-14 Appendix 5.6-A4-15 Appendix 5.6-A4-16 Appendix 5.6-A4-17 Appendix 5.6-A4-18 Appendix 5.6-A4-19 Appendix 5.6-A4-20 Appendix 5.6-A4-21 Appendix 5.6-A5-1 Appendix 5.6-A5-2 Appendix 5.6-A5-3 Appendix 5.6-A5-4 Appendix 5.6-A5-5 Appendix 5.6-A6-1 Appendix 5.6-A6-2 Appendix 5.6-A6-3 Appendix 5.6-A8-1 Appendix 5.6-A8-2 Appendix 5.6-A8-3 Appendix 5.6-A8-4 Appendix 5.6-A8-5 Appendix 5.6-A8-6 Appendix 5.6-A8-7 Appendix 5.6-A8-8 Appendix 5.6-A8-9 Appendix 5.6-A8-10
W42G Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-1 W42G Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-2 W50G Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-3 W50G Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-4 W58G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-5 W58G Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-6 W58G Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-7 W74G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-8 W74G Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-9 W74G Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-10 WF Girder Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-1 WF36G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-2 WF42G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-3 WF50G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-4 WF58G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-5 WF66G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-6 WF74G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-7 WF83G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-8 WF95G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-9 WF100G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-10 WF Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-11 WF Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-12 Additional Extended Strands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-13 End Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-14 L Abutment End Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-15 Flush Diaphragm at Intermediate Pier Details . . . . . . . . . . . . . . . . . . 5.6-A4-16 Recessed Diaphragm at Intermediate Pier Details . . . . . . . . . . . . . . . 5.6-A4-17 Hinge Diaphragm at Intermediate Pier Details . . . . . . . . . . . . . . . . . . 5.6-A4-18 Partial Intermediate Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-19 Full Intermediate Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-20 I Girder Bearing Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-21 W32BTG Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-1 W38BTG Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-2 W62BTG Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-3 Bulb Tee Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-4 Bulb Tee Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-5 Deck Bulb Tee Girder Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A6-1 Deck Bulb Tee Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A6-2 Deck Bulb Tee Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A6-3 Slab Girder Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-1 12 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-2 18 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-3 26 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-4 30 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-5 36 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-6 Slab Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-7 Slab Girder Fixed Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-8 Slab Girder Hinge Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-9 Slab Girder End Pier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-10
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Appendix 5.6-A9-1 Appendix 5.6-A9-2 Appendix 5.6-A9-3 Appendix 5.6-A9-4 Appendix 5.6-A9-5 Appendix 5.6-A9-6 Appendix 5.6-A9-7 Appendix 5.6-A9-8 Appendix 5.6-A9-9 Appendix 5.6-A10-1 Appendix 5.9-A1-1 Appendix 5.9-A1-2 Appendix 5.9-A1-3 Appendix 5.9-A1-4 Appendix 5.9-A1-5 Appendix 5.9-A2-1 Appendix 5.9-A2-2 Appendix 5.9-A2-4 Appendix 5.9-A3-1 Appendix 5.9-A3-2 Appendix 5.9-A3-4 Appendix 5.9-A4-1 Appendix 5.9-A4-2 Appendix 5.9-A4-3 Appendix 5.9-A4-4 Appendix 5.9-A4-5 Appendix 5.9-A4-6 Appendix 5.9-A4-7 Appendix 5.9-A4-8 Appendix 5.9-A5-1 Appendix 5.9-A5-2 Appendix 5.9-A5-3 Appendix 5.9-A5-4 Appendix 5.9-A5-5 Appendix 5.9-A5-6 Appendix 5.9-A5-7 Appendix 5-B1 Appendix 5-B2 Appendix 5-B3 Appendix 5-B4 Appendix 5-B5 Appendix 5-B6 Appendix 5-B7 Appendix 5-B8 Appendix 5-B9 Appendix 5-B10 Appendix 5-B11 Appendix 5-B12 Appendix 5-B13 Appendix 5-B14 Appendix 5-B15
Tub Girder Schedule and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-1 Tub Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-2 Tub Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-3 Tub Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-4 Tub Girder End Diaphragm on Girder Details . . . . . . . . . . . . . . . . . . . 5.6-A9-5 Tub Girder Raised Crossbeam Details . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-6 Tub S-I-P Deck Panel Girder End Diaphragm on Girder Details . . . . . . 5.6-A9-7 Tub S-I-P Deck Panel Girder Raised Crossbeam Details . . . . . . . . . . . . 5.6-A9-8 Tub Girder Bearing Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-9 SIP Deck Panel Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A10-1 WF74PTG Spliced Girders Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-1 WF74PTG Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-2 Spliced Girder Details 3 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-3 WF74PTG Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-4 Spliced Girder Details 5 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-5 WF83PTG Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A2-1 WF83PTG Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A2-2 WF83PTG Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A2-3 WF95PTG Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A3-1 WF95PTG Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A3-2 WF95PTG Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A3-3 Tub Spliced Girder Miscellaneous Bearing Details . . . . . . . . . . . . . . . 5.9-A4-1 Tub Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-2 Tub Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-3 Tub Spliced Girder Details 3 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-4 Tub Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-5 Tub Spliced Girder Details 5 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-6 Tub Spliced Girder End Diaphragm on Girder Details . . . . . . . . . . . . . 5.9-A4-7 Tub Spliced Girder Raised Crossbeam Details . . . . . . . . . . . . . . . . . . . 5.9-A4-8 Tub SIP Deck Panel Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . 5.9-A5-1 Tub SIP Deck Panel Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . 5.9-A5-2 Tub SIP Deck Panel Spliced Girder Details 3 of 5 . . . . . . . . . . . . . . . . 5.9-A5-3 Tub SIP Deck Panel Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . 5.9-A5-4 Tub SIP Deck Panel Spliced Girder Details 5 of 5 . . . . . . . . . . . . . . . . 5.9-A5-5 Tub SIP Deck Panel Girder End Diaphragm on Girder Details . . . . . . . 5.9-A5-6 Tub SIP Deck Panel Girder Raised Crossbeam Details . . . . . . . . . . . . . 5.9-A5-7 A Dimension for Precast Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . 5-B1-1 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B2-1 Existing Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B3-1 Post-tensioned Box Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B4-1 Simple Span Prestressed Girder Design . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B5-1 Cast-in-Place Slab Design Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B6-1 Precast Concrete Stay-in-place (SIP) Deck Panel . . . . . . . . . . . . . . . . . . . . 5-B7-1 W35DG Deck Bulb Tee 48" Wide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B8-1 Prestressed Voided Slab with Cast-in-Place Topping . . . . . . . . . . . . . . . . . 5-B9-1 Positive EQ Reinforcement at Interior Pier of a Prestressed Girder . . . . . 5-B10-1 LRFD Wingwall Design Vehicle Collision . . . . . . . . . . . . . . . . . . . . . . . . . 5-B11-1 Flexural Strength Calculations for Composite T-Beams . . . . . . . . . . . . . . 5-B12-1 Strut-and-Tie Model Design Example for Hammerhead Pier . . . . . . . . . . 5-B13-1 Shear and Torsion Capacity of a Reinforced Concrete Beam . . . . . . . . . . 5-B14-1 Sound Wall Design Type D-2k . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B15-1
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Structural Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0-1 6.0.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0-1 6.0.2 Special Requirements for Steel Bridge Rehabilitation or Modification . . . . . . . . . 6.0-1 Design Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.1 Codes, Specification, and Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.2 Preferred Practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.3 Preliminary Girder Proportioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.4 Estimating Structural Steel Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.5 Bridge Steels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.6 Available Plate Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.7 Girder Segment Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.8 Computer Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.9 Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.2 I-Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.3 Tub or Box Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.4 Fracture Critical Superstructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1-1 6.1-1 6.1-1 6.1-2 6.1-2 6.1-4 6.1-5 6.1-5 6.1-5 6.1-5 6.2-1 6.2-1 6.2-1 6.2-1 6.2-3
6.1
6.2
6.3
Design of I-Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.1 Limit States for AASHTO LRFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.2 Composite Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.3 Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.4 Webs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.5 Transverse Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.6 Longitudinal Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.7 Bearing Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.8 Crossframes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-3 6.3.9 Bottom Laterals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-4 6.3.10 Bolted Field Splice for Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-4 6.3.11 Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-5 6.3.12 Roadway Slab Placement Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-6 6.3.13 Bridge Bearings for Steel Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-7 6.3.14 Surface Roughness and Hardness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-7 6.3.15 Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-9 6.3.16 Shop Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-10 Plan Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.2 Structural Steel Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.3 Framing Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.4 Girder Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.5 Typical Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.6 Crossframe Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.7 Camber Diagram and Bearing Stiffener Rotation . . . . . . . . . . . . . . . . . . . . . . . . 6.4.8 Bridge Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.9 Handrail Details, Inspection Lighting, and Access . . . . . . . . . . . . . . . . . . . . . . . 6.4.10 Box Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-1 6.4-1 6.4-1 6.4-1 6.4-1 6.4-2 6.4-2 6.4-2 6.4-3 6.4-3 6.4-4
6.4
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6.5
6.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99-1 Appendix 6.4-A1 Appendix 6.4-A2 Appendix 6.4-A3 Appendix 6.4-A4 Appendix 6.4-A5 Appendix 6.4-A6 Appendix 6.4-A7 Appendix 6.4-A8 Appendix 6.4-A9 Appendix 6.4-A10 Appendix 6.4-A11 Appendix 6.4-A12 Appendix 6.4-A13 Framing Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A1 Girder Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A2 Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A3 Steel Plate Girder Field Splice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A4 Example Crossframe Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A5 Camber Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A6 Steel Plate Girder Roadway Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A7 Steel Plate Girder Slab Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A8 Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A9 Box Girder Geometrics and Proportions . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A10 Example Box Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A11 Example Box Girder Pier Diaphragm Details . . . . . . . . . . . . . . . . . . . . 6.4-A12 Example Box Girder Miscellaneous Details . . . . . . . . . . . . . . . . . . . . . 6.4-A13
7.2
Foundation Modeling for Seismic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-1 7.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-1 7.2.2 Substructure Elastic Dynamic Analysis Procedure . . . . . . . . . . . . . . . . . . . . . . . 7.2-1 7.2.3 Bridge Model Section Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-2 7.2.4 Bridge Model Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-3 7.2.5 Deep Foundation Modeling Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-4 7.2.6 Lateral Analysis of Piles and Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-7 7.2.7 Spread Footing Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-12 Column Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.1 Preliminary Plan Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.2 General Column Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.3 Column Design Flowchart Evaluation of Slenderness Effects . . . . . . . . . . . . . . 7.3.4 Slenderness Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.5 Moment Magnification Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.6 Second-Order Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.7 Shear Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.8 Column Silos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Column Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4.1 Reinforcing Bar Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4.2 Longitudinal Reinforcement Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4.3 Longitudinal Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4.4 Longitudinal Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3-1 7.3-1 7.3-1 7.3-2 7.3-3 7.3-3 7.3-3 7.3-4 7.3-4 7.4-1 7.4-1 7.4-1 7.4-1 7.4-3
7.3
7.4
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Transverse Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-4 Hinge Diaphragms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-9 Reduced Column Fixity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-11
Abutment Design and Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-1 7.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-1 7.5.2 Embankment at Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-4 7.5.3 Abutment Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-4 7.5.4 Temporary Construction Load Cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-6 7.5.5 Abutment Bearings and Girder Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-7 7.5.6 Abutment Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-8 7.5.7 Open Joint Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-9 7.5.8 Construction Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-9 7.5.9 Abutment Wall Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-9 7.5.10 Drainage and Backfilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-12 Wing/Curtain Wall at Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6.1 Traffic Barrier Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6.2 Wingwall Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6.3 Wingwall Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Footing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.1 General Footing Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.2 Loads and Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.3 Geotechnical Report Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.4 Spread Footing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.5 Pile-Supported Footing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6-1 7.6-1 7.6-1 7.6-1 7.7-1 7.7-1 7.7-2 7.7-3 7.7-4 7.7-9
7.6
7.7
7.8
Drilled Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8-1 7.8.1 Axial Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8-1 7.8.2 Structural Design and Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8-5 Piles and Piling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.1 Pile Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.2 Single Pile Axial Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.3 Block Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.4 Pile Uplift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.5 Pile Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.6 Structural Design and Detailing of CIP Concrete Piles . . . . . . . . . . . . . . . . . . . . 7.9.7 Pile Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.8 Pile Lateral Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.9 Battered Piles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.10 Pile Tip Elevations and Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.11 Plan Pile Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9-1 7.9-1 7.9-2 7.9-2 7.9-3 7.9-3 7.9-3 7.9-4 7.9-4 7.9-4 7.9-5 7.9-5
7.9
Column Silo Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3-A1-1 Linear Spring Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-B1-1 Non-Linear Springs Method III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-B2-1 Pile Footing Matrix Example Method II (Technique I) . . . . . . . . . . . . . . . . 7-B3-1
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8.2
Appendix 8.1-A1 Appendix 8.1-A2-1 Appendix 8.1-A2-2 Appendix 8.1-A3-1 Appendix 8.1-A3-2 Appendix 8.1-A3-3 Appendix 8.1-A3-4 Appendix 8.1-A3-5 Appendix 8.1-A3-6 Appendix 8.1-A4-1 Appendix 8.1-A4-2 Appendix 8.1-A4-3 Appendix 8.1-A5-1 Appendix 8.1-A6-1 Appendix 8.1-A6-2
Summary of Design Specification Requirements for Walls . . . . . . . . . . . 8.1-A1-1 SEW Wall Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A2-1 SEW Wall Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A2-2 Soldier Pile/Tieback Wall Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-1 Soldier Pile/Tieback Wall Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-2 Soldier Pile/Tieback Wall Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-3 Soldier Pile/Tieback Wall Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-4 Soldier Pile/Tieback Wall Fascia Panel Details . . . . . . . . . . . . . . . . . . 8.1-A3-5 Soldier Pile/Tieback Wall Permanent Ground Anchor Details . . . . . . . . 8.1-A3-6 Soil Nail Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A4-1 Soil Nail Wall Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A4-2 Soil Nail Wall Fascia Panel Details . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A4-3 Noise Barrier on Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.1-A5-1 Cable Fence Side Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A6-1 Cable Fence Top Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A6-2
9.2 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.1 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.2 Force Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.3 Movement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.4 Detailing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.5 Bearing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.6 Miscellaneous Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.7 Contract Drawing Representation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.8 Shop Drawing Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.9 Bearing Replacement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 9.1-A1-1 Appendix 9.1-A2-1 Appendix 9.1-A3-1
Expansion Joint Details Compression Seal . . . . . . . . . . . . . . . . . . . . . 9.1-A1-1 Expansion Joint Details Strip Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-A2-1 Silicone Seal Expansion Joint Details . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-A3-1
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Sign and Luminaire Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-1 10.1.1 Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-1 10.1.2 Bridge Mounted Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-2 10.1.3 Monotube Sign Structures Mounted on Bridges . . . . . . . . . . . . . . . . . . . . . . . . 10.1-5 10.1.4 Monotube Sign Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-5 10.1.5 Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-8 10.1.6 Truss Sign Bridges: Foundation Sheet Design Guidelines . . . . . . . . . . . . . . . . 10.1-10 Bridge Traffic Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.1 General Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.2 Bridge Railing Test Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.3 Available WSDOT Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.4 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . At Grade Traffic Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.1 Median Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.2 Shoulder Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.3 Traffic Barrier Moment Slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.4 Precast Traffic Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Traffic Barrier Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.1 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.2 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.3 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.4 WSDOT Bridge Inventory of Bridge Rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.5 Available Retrofit Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.6 Available Replacement Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-1 10.2-1 10.2-1 10.2-2 10.2-5 10.3-1 10.3-1 10.3-2 10.3-2 10.3-4 10.4-1 10.4-1 10.4-1 10.4-1 10.4-2 10.4-2 10.4-2
10.2
10.3
10.4
10.5
Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5-1 10.5.1 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5-1 10.5.2 Railing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5-1 Bridge Approach Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.1 Notes to Region for Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.2 Approach Slab Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.3 Bridge Approach Slab Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.4 Skewed Approach Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.5 Approach Anchors and Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.6 Approach Slab Addition or Retrofit to Existing Bridges . . . . . . . . . . . . . . . . . . . 10.6.7 Approach Slab Staging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6-1 10.6-1 10.6-2 10.6-2 10.6-2 10.6-4 10.6-4 10.6-6
10.6
10.7
Traffic Barrier on Approach Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7-1 10.7.1 Approach Slab over Wing Walls, Cantilever Walls or GeosyntheticWalls . . . . . 10.7-1 10.7.2 Approach Slab over SE Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7-3 Utilities Installed With New Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.1 General Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.2 Utility Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.3 Box/Tub Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.4 Traffic Barrier Conduit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.5 Conduit Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.6 Utility Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8-1 10.8-1 10.8-4 10.8-5 10.8-6 10.8-7 10.8-7
10.8
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10.9
Utility Review Procedure for Installation on Existing Bridges . . . . . . . . . . . . . . 10.9-1 10.9.1 Utility Review Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.9-2
10.10 Resin Bonded Anchors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.10-1 10.11 Drainage Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.11-1 Appendix 10.1-A0-1 Appendix 10.1-A1-1 Appendix 10.1-A1-2 Appendix 10.1-A1-3 Appendix 10.1-A2-1 Appendix 10.1-A2-2 Appendix 10.1-A2-3 Appendix 10.1-A3-1 Appendix 10.1-A3-2 Appendix 10.1-A3-3 Appendix 10.1-A4-1 Appendix 10.1-A4-2 Appendix 10.1-A4-3 Appendix 10.1-A5-1 Appendix 10.2-A1-1 Appendix 10.2-A1-2 Appendix 10.2-A1-3 Appendix 10.2-A2-1 Appendix 10.2-A2-2 Appendix 10.2-A2-3 Appendix 10.2-A3-1 Appendix 10.2-A3-2 Appendix 10.2-A3-3 Appendix 10.2-A4-1 Appendix 10.2-A4-2 Appendix 10.2-A4-3 Appendix 10.2-A5-1A Appendix 10.2-A5-1B Appendix 10.2-A5-2A Appendix 10.2-A5-2B Appendix 10.2-A5-3 Appendix 10.2-A6-1A Appendix 10.2-A6-1B Appendix 10.2-A6-2A Appendix 10.2-A6-2B Appendix 10.2-A6-3 Appendix 10.2-A7-1 Appendix 10.2-A7-2 Appendix 10.2-A7-3 Appendix 10.4-A1-1 Appendix 10.4-A1-2 Appendix 10.4-A1-3 Appendix 10.4-A1-4 Appendix 10.4-A1-5 Monotube Sign Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-A0-1 Monotube Sign Bridge Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-A1-1 Monotube Sign Bridge Structural Details 1 . . . . . . . . . . . . . . . . . . . 10.1-A1-2 Monotube Sign Bridge Structural Details 2 . . . . . . . . . . . . . . . . . . . 10.1-A1-3 Monotube Cantilever Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-A2-1 Monotube Cantilever Structural Details 1 . . . . . . . . . . . . . . . . . . . . . 10.1-A2-2 Monotube Cantilever Structural Details 2 . . . . . . . . . . . . . . . . . . . . . 10.1-A2-3 Monotube Balanced Cantilever Layout . . . . . . . . . . . . . . . . . . . . . . . 10.1-A3-1 Monotube Balanced Cantilever Structural Details 1 . . . . . . . . . . . . . 10.1-A3-2 Monotube Balanced Cantilever Structural Details 2 . . . . . . . . . . . . . 10.1-A3-3 Monotube Sign Structures Foundation Type 1 Sheet 1 of 2 . . . . . . . . 10.1-A4-1 Monotube Sign Structures Foundation Type 1 Sheet 2 of 2 . . . . . . . . 10.1-A4-2 Monotube Sign Structures Foundation Types 2 and 3 . . . . . . . . . . . . . 10.1-A4-3 Monotube Sign Structure Single Slope Traffic Barrier Foundation . . . . 10.1-A5-1 Traffic Barrier Shape F Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . 10.2-A1-1 Traffic Barrier Shape F Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . 10.2-A1-2 Traffic Barrier Shape F Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . 10.2-A1-3 Traffic Barrier Shape F Flat Slab Details 1 of 3 . . . . . . . . . . . . . . . 10.2-A2-1 Traffic Barrier Shape F Flat Slab Details 2 of 3 . . . . . . . . . . . . . . . 10.2-A2-2 Traffic Barrier Shape F Flat Slab Details 3 of 3 . . . . . . . . . . . . . . . 10.2-A2-3 Traffic Barrier Single Slope Details 1 of 3 . . . . . . . . . . . . . . . . . . . 10.2-A3-1 Traffic Barrier Single Slope Details 2 of 3 . . . . . . . . . . . . . . . . . . . 10.2-A3-2 Traffic Barrier Single Slope Details 3 of 3 . . . . . . . . . . . . . . . . . . . 10.2-A3-3 Pedestrian Barrier Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A4-1 Pedestrian Barrier Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A4-2 Pedestrian Barrier Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A4-3 Traffic Barrier Shape F 42 Details 1 of 3 (TL-4) . . . . . . . . . . . . . 10.2-A5-1A Traffic Barrier Shape F 42 Details 1 of 3 (TL-5) . . . . . . . . . . . . . 10.2-A5-1B Traffic Barrier Shape F 42 Details 2 of 3 (TL-4) . . . . . . . . . . . . . 10.2-A5-2A Traffic Barrier Shape F 42 Details 2 of 3 (TL-5) . . . . . . . . . . . . . 10.2-A5-2B Traffic Barrier Shape F 42 Details 3 of 3 (TL-4 and TL-5) . . . . . . . 10.2-A5-3 Traffic Barrier Single Slope 42 Details 1 of 3 (TL-4) . . . . . . . . . . 10.2-A6-1A Traffic Barrier Single Slope 42 Details 1 of 3 (TL-5) . . . . . . . . . . 10.2-A6-1B Traffic Barrier Single Slope 42 Details 2 of 3 (TL-4) . . . . . . . . . . 10.2-A6-2A Traffic Barrier Single Slope 42 Details 2 of 3 (TL-5) . . . . . . . . . . 10.2-A6-2B Traffic Barrier Single Slope 42 Details 3 of 3 (TL-4 and TL-5) . . . 10.2-A6-3 Traffic Barrier Shape F Luminaire Anchorage Details . . . . . . . . . . . 10.2-A7-1 Traffic Barrier Single Slope Luminaire Anchorage Details . . . . . . . . 10.2-A7-2 Bridge Mounted Elbow Luminaire . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A7-3 Thrie Beam Retrofit Concrete Baluster . . . . . . . . . . . . . . . . . . . . . . . 10.4-A1-1 Thrie Beam Retrofit Concrete Railbase . . . . . . . . . . . . . . . . . . . . . . . 10.4-A1-2 Thrie Beam Retrofit Concrete Curb . . . . . . . . . . . . . . . . . . . . . . . . . 10.4-A1-3 WP Thrie Beam Retrofit SL1 Details 1 of 2 . . . . . . . . . . . . . . . . . . . 10.4-A1-4 WP Thrie Beam Retrofit SL1 Details 2 of 2 . . . . . . . . . . . . . . . . . . . 10.4-A1-5
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Page
Appendix 10.4-A2-1 Appendix 10.4-A2-2 Appendix 10.4-A2-3 Appendix 10.5-A1-1 Appendix 10.5-A1-2 Appendix 10.5-A2-1 Appendix 10.5-A2-2 Appendix 10.5-A3-1 Appendix 10.5-A3-2 Appendix 10.5-A4-1 Appendix 10.5-A4-2 Appendix 10.5-A5-1 Appendix 10.5-A5-2 Appendix 10.5-A5-3 Appendix 10.5-A5-4 Appendix 10.6-A1-1 Appendix 10.6-A1-2 Appendix 10.6-A1-3 Appendix 10.6-A2-1 Appendix 10.6-A2-2 Appendix 10.8-A1-1 Appendix 10.8-A1-2 Appendix 10.9-A1-1 Appendix 10.11-A1-1 Appendix 10.11-A1-2
Traffic Barrier Shape F Rehabilitation Details 1 of 3 . . . . . . . . . . . . Traffic Barrier Shape F Rehabilitation Details 2 of 3 . . . . . . . . . . . . Traffic Barrier Shape F Rehabilitation Details 3 of 3 . . . . . . . . . . . . Bridge Railing Type Pedestrian Details 1 of 2 . . . . . . . . . . . . . . . . . . Bridge Railing Type Pedestrian Details 2 of 2 . . . . . . . . . . . . . . . . . . Bridge Railing Type BP Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type BP Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type S-BP Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type S-BP Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . Pedestrian Railing Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Pedestrian Railing Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type Chain Link Snow Fence . . . . . . . . . . . . . . . . . . Bridge Railing Type Snow Fence Details 1 of 2 . . . . . . . . . . . . . . . . Bridge Railing Type Snow Fence Details 2 of 2 . . . . . . . . . . . . . . . . Bridge Railing Type Chain Link Fence . . . . . . . . . . . . . . . . . . . . . . . Bridge Approach Slab Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . Bridge Approach Slab Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . Bridge Approach Slab Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . Pavement Seat Repair Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pavement Seat Repair Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Hanger Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Hanger Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Installation Guideline Details for Existing Bridges . . . . . . . . . Bridge Drain Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Drain Modification for Types 2 thru 5 . . . . . . . . . . . . . . . . . .
10.4-A2-1 10.4-A2-2 10.4-A2-3 10.5-A1-1 10.5-A1-2 10.5-A2-1 10.5-A2-2 10.5-A3-1 10.5-A3-2 10.5-A4-1 10.5-A4-2 10.5-A5-1 10.5-A5-2 10.5-A5-3 10.5-A5-4 10.6-A1-1 10.6-A1-2 10.6-A1-3 10.6-A2-1 10.6-A2-2 10.8-A1-1 10.8-A1-2 10.9-A1-1 10.11-A11 10.11-A12
12.2
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Page
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Excavation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shoring or Extra Excavation, Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conduit Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Private Utilities Attached To Bridge Structures . . . . . . . . . . . . . . . . . . . . . . . . . Drilled Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.2-2 12.2-2 12.2-5 12.2-7 12.2-7 12.2-8 12.2-8 12.3-1 12.3-1 12.3-1 12.3-2 12.4-1 12.4-1 12.4-1 12.4-1 12.4-2 12.4-3 12.4-4 12.4-5 12.4-5 12.4-6 12.4-7
Construction Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.2 Factors Affecting Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.3 Development of Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Specifications and Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.3 General Bridge S&E Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.4 Reviewing Bridge Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.5 Preparing the Bridge Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.6 Preparing the Bridge Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.7 Preparing the Bridge Working Day Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.8 Reviewing Projects Prepared by Consultants . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.9 Submitting the PS&E Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.10 PS&E Review Period and Turn-in for AD Copy . . . . . . . . . . . . . . . . . . . . . . . . Not Included In Bridge Quantities List . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Structural Estimating Aids Construction Costs . . . . . . . . . . . . . . . . . . . . Structural Estimating Aids Construction Costs . . . . . . . . . . . . . . . . . . . . Structural Estimating Aids Construction Costs . . . . . . . . . . . . . . . . . . . . Structural Estimating Aids Construction Costs . . . . . . . . . . . . . . . . . . . . Special Provisions Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Structural Estimating Aids Construction Time Rates . . . . . . . . . . . . . . . Cost Estimate Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Working Day Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.4
Appendix 12.1-A1 Appendix 12.2-A1 Appendix 12.3-A1 Appendix 12.3-A2 Appendix 12.3-A3 Appendix 12.3-A4 Appendix 12.4-A1 Appendix 12.4-A2 Appendix 12.3-B1 Appendix 12.4-B1
12.1-A1-1 12.2-A1-1 12.3-A1-1 12.3-A2-1 12.3-A3-1 12.3-A4-1 12.4-A1-1 12.4-A2-1 12.3-B1-1 12.4-B1-1
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Page
13.2.5 13.2.6 13.2.7 13.2.8 13.2.9 13.2.10 13.2.11 13.2.12 13.2.13 13.2.14 13.2.15 13.3 13.4
Concrete Crossbeams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-Span Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Girder Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Box Girder Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Segmental Concrete Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concrete Slab Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steel Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steel Floor Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steel Truss Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Timber Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Widened or Rehabilitated Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13.2-1 13.2-1 13.2-2 13.2-2 13.2-2 13.2-2 13.2-2 13.2-2 13.2-2 13.2-3 13.2-3
13.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.99-1 Appendix 13.4-A1 Appendix 13.4-A2 LFR Bridge Rating Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4-A1-1 LRFR Bridge Rating Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4-A2-1
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Page
Manual Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.3 Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.4 Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge and Structures Office Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2 Organizational Elements of the Bridge Office . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3 Design Unit Responsibilities and Expertise . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2
1.3
Quality Control/Quality Assurance (QC/QA) Procedure . . . . . . . . . . . . . . . . . . . . 1.3-1 1.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-1 1.3.2 Design/Check Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-2 1.3.3 Design/Check Calculation File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-10 1.3.4 PS&E Review Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-11 1.3.5 Addenda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-11 1.3.6 Shop Plans and Permanent Structure Construction Procedures . . . . . . . . . . . . . . 1.3-12 1.3.7 Contract Plan Changes (Change Orders and As-Builts) . . . . . . . . . . . . . . . . . . . 1.3-14 1.3.8 Archiving Design Calculations, Design Files, and S&E Files . . . . . . . . . . . . . . . 1.3-15 1.3.9 Public Disclosure Policy Regarding Bridge Plans . . . . . . . . . . . . . . . . . . . . . . . 1.3-16 1.3.10 Use of Computer Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-17 Coordination With Other Divisions and Agencies . . . . . . . . . . . . . . . . . . . . . . . . . 1.4-1 1.4.1 Preliminary Planning Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4-1 1.4.2 Final Design Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4-1 Bridge Design Scheduling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.2 Preliminary Design Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.3 Final Design Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidelines for Bridge Site Visits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.1 Bridge Rehabilitation Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.2 Bridge Widening and Seismic Retrofits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3 Rail and Minor Expansion Joint Retrofits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4 New Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.5 Bridge Demolition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.6 Proximity of Railroads Adjacent to the Bridge Site . . . . . . . . . . . . . . . . . . . . . . . 1.5-1 1.5-1 1.5-1 1.5-1 1.6-1 1.6-1 1.6-1 1.6-1 1.6-1 1.6-1 1.6-2
1.4
1.5
1.6
1.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.99-1 Appendix 1.1-A1 Appendix 1.5-A1 Appendix 1.5-A2 Appendix 1.5-A3 Appendix 1.5-A4 Bridge Design Manual Revision QA/QC Worksheet . . . . . . . . . . . . . . . . Breakdown of Project Manhours Required Form . . . . . . . . . . . . . . . . . . . Monthly Project Progress Report Form . . . . . . . . . . . . . . . . . . . . . . . . . . . QA/QC Signature Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge & Structures Design Calculations . . . . . . . . . . . . . . . . . . . . . . . . . 1.1-A1-1 1.5-A1-1 1.5-A2-1 1.5-A3-1 1.5-A4-1
Page 1-i
Contents
Chapter 1
Page 1-ii
Chapter 1
1.1 Manual Description
1.1.1Purpose
General Information
The Bridge Design Manual (BDM) M 23-50 is a guide for those who design bridges for the Washington State Department of Transportation (WSDOT). This manual supplements the AASHTO LRFD Specifications. Itexplains differences where it deviates from the AASHTO LRFD Specifications. Itcontains standardized design details and methods, which are based on years of experience. The Bridge Design Manual is a dynamic document, which constantly changes because of the creativity and innovative skills of our bridge designers and structural detailers. It is not intended for the design of unusual structures or to inhibit the designer in the exercise of engineering judgment. There is no substitute forexperience, good judgment, and common sense.
1.1.2 Specifications
This manual and the following AASHTO Specifications are the basic documents used to design highway bridges and structures in Washington State: AASHTO LRFD Bridge Design Specifications (AASHTO LRFD) AASHTO Guide Specifications for LRFD Seismic Bridge Design (AASHTO SEISMIC) The Bridge Design Manual is not intended to duplicate the AASHTO Specifications. This manual supplements the AASHTO Specifications by providing additional direction, design aides, examples, and information on office practice. The Bridge Design Manual takes precedence where conflict exists with theAASHTO Specifications. The WSDOT Bridge Design Engineer will provide guidance as necessary. References are listed at the end of eachchapter.
1.1.3Format
A. General The Bridge Design Manual consists of one volume with each chapter organized as follows: Criteria or other information (printed on white paper) Appendix A (printed on yellow paper) Design Aids Appendix B (printed on salmon paper) Design Examples 1. General Information 2. Preliminary Design 3. Loads 4. Seismic Design and Retrofit 5. Concrete Structures 6. Steel Design 7. Substructure 8. Walls and Buried Structures 9. Bearings and Expansion Joints
B. Chapters
Page 1.1-1
General Information
Chapter 1
10. Traffic Barriers, Sign Structures, Approach Slabs, Utility Supports 11. Detailing Practice 12. Quantities, Construction Costs, and Specifications 13. Bridge Rating C. Numbering System 1. The numbering system for the criteria consists of a set of numbers followed by letters as required to designate individual subjects. Example: Chapter 5 Concrete Structures (Chapter) 5.3 Reinforced Concrete Box Girder Bridges (Section) 5.3.2 Reinforcement (Subsection) A. Top Slab Reinforcement 1. Near Center of Span a. Transverse Reinforcement
2. Numbering of Sheets Each section starts a new page numbering sequence. The page numbers are located in the lower outside corners and begin with the chapter number, followed by the section number, then a sequential page number. Example: 5-1, 5-2, etc. 3. Appendices Appendices are included to provide the designer with design aids (AppendixA) and examples (Appendix B). Design aids are generally standard in nature, whereas examples are modified to meet specific job requirements. An appendix is numbered using the chapter followed by section number and then a hyphen and the letter of the appendix followed by consecutivenumbers. Example: 5.3-A1 (Box Girder Bridges) designates a design aid required or useful to accomplish the work described in Chapter 5, Section 3.
4. Numbering of Tables and Figures Tables and figures shall be numbered using the chapter, section, subsection in which they are located, and then a hyphen followed by consecutive numbers. Example: Figure 5.3.2-1 is the first figure found in Chapter 5, section 3, subsection 2.
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1.1.4Revisions
Revisions to this manual are related to emerging concepts, new state or federal legislation, and comments forwarded to the Bridge Design Office. Some revisions are simple spot changes, whileothers aremajor chapter rewrites. The current version of the manual is available online at: www.wsdot.wa.gov/ publications/manuals/m23-50.htm. All pages include a revision number and publication date. When a page is revised, the revision number and publication date are revised. Revisions shall be clearly indicated in the text. The process outlined below is followed for Bridge Design Manual revisions: 1. Revisions are prepared, checked and coordinated with chapter authors. 2. Revisions are submitted to the Bridge Design Engineer for approval. However, comments related to grammar and clarity can be sent directly to the BDM Coordinator without Bridge Design Engineer approval. 3. After approval from the Bridge Design Engineer, the BDM Coordinator works with WSDOT Engineering Publications to revise the manual. 4. Revised pages from Engineering Publications are checked for accuracy and corrected ifnecessary. 5. A Publication Transmittal is prepared by Engineering Publications. Publication Transmittals include remarks and instructions for updating the manual. After the Publications Transmittal has been signed by the State Bridge and Structures Engineer, Engineering Publications will post the complete manual and revision at: www.wsdot.wa.gov/publications/manuals/m23-50.htm. 6. Engineering Publications will coordinate electronic and hard copy distributions. A Revision QA/QC Worksheet (see Appendix 1.1-A1) shall be prepared to document and track the revision process.
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2. Bridge Projects Unit The Bridge Projects Engineer directs preliminary design work, specification and cost estimates preparation, falsework review, project scoping, coordinates scheduling of bridge design projects and unscheduled work assignments with the Region Project Development Engineers, Bridge Design Engineer, and the Unit Supervisors. The Preliminary Plan Engineers are responsible for bridge project planning from initial scoping to design type, size, and location (TSL) studies and reports. They are responsible for preliminary plan preparation of bridge and walls including assembly and analysis of site data, preliminary structural analysis, cost analysis, determination of structure type, and drawing preparation.
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They also check preliminary plans prepared by others, review highway project environmental documents and design reports, and prepare U. S. Coast Guard Permits. The Specifications and Estimate (S&E) Engineers develop and maintain construction specifications and cost estimates for bridge projects. They also develop specifications and cost estimates for bridge contracts prepared by consultants and other government agencies, which are administered by WSDOT. They assemble and review the completed bridge PS&E before submittal to the Regions. They also coordinate the PS&E preparation with the Regions and maintain bridge construction cost records. The Construction Support Unit Engineers are responsible for checking the contractors falsework, shoring, and forming plans. Shop plan review and approval are coordinated with the design units. Actual check of the shop plans is done in the design unit. Field requests for plan changes come through this office for a recommendation as to approval. The Bridge Plans Engineer processes as-built plans in this unit. Region Project Engineers are responsible for preparing and submitting as-built plans at the completion of a contract. The Scheduling Engineer monitors the design work schedule for the Bridge and Structures Office, updates the Bridge Design Schedule (BDS) and maintains records of bridge contract costs. Other duties include coordinating progress reports to Regions by the Unit Supervisors and S&E Engineers through the Project Delivery Information System (PDIS). The Bridge Projects Unit dedicates one position to providing technical assistance for the design and detailing of expansion joint, bridge bearing and barrier/rail projects. In addition, the unit is responsible for updating the Bridge Design Manual M 23-50. The unit coordinates changes to the WSDOT Standard Specifications and facilitates updates or revisions to WSDOT Bridge Office design standards.
3. Mega Project Bridge Manager The Mega Project Bridge Manager provides leadership, guidance and project management responsibilities for various complex, unique and monumental bridge design and construction projects. Mega Bridge Projects are defined as suspension, cablestayed, movable, segmental or a complex group of interchange/corridor bridges and include conventional and design-build project delivery methods. The Mega Project Bridge Manager represents the Bridge and Structures Office in Cost Estimate Validation Process activities, Value Engineering Studies and Research Projects regarding major bridge projects. C. Bridge Preservation Engineer The Bridge Preservation Engineer directs activities and develops programs to assure the structural and functional integrity of all state bridges in service. The Bridge Preservation Engineer directs emergency response activities when bridges are damaged. 1. Bridge Preservation Office (BPO) The Bridge Preservation Office is responsible for planning and implementing an inspection program for the more than 3,200 fixed and movable state highway bridges. In addition, BPO provides inspection services on some local agency bridges and on the states ferry terminals. All inspections are conducted in accordance with the National Bridge Inspection Standards(NBIS). BPO maintains the computerized Washington State Bridge Inventory System (WSBIS) of current information on more than 7,300 state, county, and city bridges in accordance with the NBIS. This includes load ratings for all bridges. BPO prepares a Bridge List of the states bridges, which is published every two years, maintains the intranet-based Bridge Engineering Information System (BEIST), and prepares the annual Recommended Bridge Repair List (RBRL) based on the latest inspection reports. BPO is responsible for the bridge load rating and risk reduction (SCOUR) programs. It provides damage assessments and emergency response services when bridges are damaged because of vehicle or ship collision or natural phenomenon such as: floods, wind, orearthquakes.
WSDOT Bridge Design Manual M 23-50.06 July 2011
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D. Bridge Management Engineer The Bridge Management Unit is responsible for the program development, planning and monitoring of all statewide bridge program activities. These include P2 funded bridge replacements and rehabilitation, bridge deck protection, major bridge repair, and bridgepainting. In addition, the Bridge Management Unit manages the bridge deck protection, deck testing and the bridge research programs. It is responsible for the planning, development, coordination, and implementation of new programs (e.g., Seismic Retrofit and Preventative Maintenance), experimental feature projects, new product evaluation, and technology transfer. The Bridge Management Engineer is the Bridge and Structures Offices official Public Disclosure contact. (See Section 1.3.9 Public Disclosure Policy Regarding Bridge Plans).
E. Computer Support Unit The Computer Support Unit is responsible for computer resource planning and implementation, computer user support, liaison with Management Information Systems (MIS), computer aided engineer operation support, and software development activities. In addition, the unit works closely with the Bridge Projects Unit in updating this manual and Standard Plans. F. Consultant Liaison Engineer The Consultant Liaison Engineer prepares bridge consultant agreements and coordinates consultant PS&E development activities with those of the Bridge Office. The Consultant Liaison Engineer negotiates bridge design contracts withconsultants. G. State Bridge and Structures Architect The State Bridge and Structures Architect is responsible for reviewing and approving bridge preliminary plans, retaining walls, preparing renderings, coordinating aesthetic activities with Regions (i.e. suggesting corridor themes and approving public art), and other duties to improve the aesthetics of our bridges and structures. The State Bridge and Structures Architect works closely with bridge office and region staff. During the design phase, designers should get the Architects approval for any changes to architectural details shown on the approved preliminaryplan. H. Staff Support Unit The Staff Support Unit is responsible for many support functions, such as: typing, timekeeping, payroll, receptionist, vehicle management, mail, inventory management, and other duties requested by the Bridge and Structures Engineer. Other duties include: filing field data, plans for bridges under contract or constructed, and design calculations. This unit also maintains office supplies and provides other services. I. Office Administrator The Office Administrator is responsible for coordinating personnel actions, updating the organizational chart, ordering technical materials, and other duties requested by the Bridge and Structures Engineer. Staff development and training are coordinated through the Office Administrator. The Office Administrator also handles logistical support, office and building maintenance issues.
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B. The Bridge and Structures Office QC/QA procedure is a component of the general WSDOT template for project management process. Included as part of the current WSDOT project management process are project reviews at specific milestones along the project timeline. The expected content of the documents being reviewed at each specific milestone are described in the Deliverable Expectations Matrix developed and implemented by the WSDOT Design Office in May 2006. This matrix can be viewed via the link www.wsdot.wa.gov/projects/projectmgmt/online_guide/delivery_expectation_ matrix/de_matrix.pdf. The overall matrix is generic for WSDOT design, but there is a line in the matrix that outlines the specific content expectations for structures (bridges retaining walls, noise barrier walls, overhead sign structures, etc.). This structures specific matrix line includes a link to a separate matrix. This structures matrix can be viewed via the link www.wsdot.wa.gov/projects/projectmgmt/online_guide/ delivery_expectation_matrix/bridge.pdf. The Bridge Preliminary Plan as described in Chapter 2 is equivalent to the Geometric Review milestone of the generic WSDOT matrix and the Permitting Submittal Review milestone of the structure specific matrix. Intermediate stage constructability reviews conducted for certain projects by Region Design PE Offices or Local Agencies are equivalent to the General Plans Review milestone of the generic WSDOT matrix and the Intermediate PS&E Submittal Review milestone of the structure specificmatrix.
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The Bridge Plans turn-in as described in Section 12.4.3 is equivalent to the Preliminary Contract Review milestone of the generic WSDOT matrix and the PS&E Pre-submittal Review milestone of the structure specific matrix. The Bridge PS&E turn-in as described in Section 12.4.3 is equivalent to the Final Contract Review milestone of the generic WSDOT matrix and the Final PS&E Submittal Review milestone of the structure specific matrix.
2. Designer Responsibility The designer is responsible for the content of the contract plan sheets, including structural analysis, completeness and correctness. A good set of example plans, which is representative of the bridge type, is indispensable as an aid to less experienced designers and detailers. During the design phase of a project, the designer will need to communicate frequently with the Unit Supervisor and other stakeholders. This includes acquiring, finalizing or revising roadway geometrics, soil reports, hydraulics recommendations, and utility requirements. Constructability issues may also require that the designer communicate with the Region or Construction Office. The designer may have to organize face-to-face meetings to resolve constructability issues early in the design phase. The bridge plans must be coordinated with the PS&E packages produced concurrently by the Region. The designer shall advise the Unit Supervisor as soon as possible of any scope and project cost increases and the reasons for the increases. The Unit Supervisor will then notify the Region project office if the delivery schedule will have to be changed. If Region concurs with a change in the delivery date, the Unit Supervisor will notify the Bridge Projects Engineer or the Bridge Scheduling Engineer of the revised deliverydates. The designer or Project Coordinator is responsible for project planning which involves thefollowing: a. Determines scope of work, identifies tasks and plans order of work. b. Prepare design criteria that are included in the front of the design calculations. Comparestasks with BDM office practice and AASHTO bridge design specifications. (1) (2) Insures that design guidelines are sufficient? Justification for deviation from Bridge Design Manual/AASHTO?
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Justification for design approach? Justification for deviation from office practices regarding design and details? Other differences.
c. Meet with the Region design staff and other project stakeholders early in the design process to resolve as many issues as possible before proceeding with final design anddetailing. d. Identify coordination needs with other designers, units, andoffices. e. Early in the project, the bridge sheet numbering system should be coordinated with the Region design staff. For projects with multiple bridges, each set of bridge sheets should have a unique set of bridge sheet numbers. f. At least monthly or as directed by the design Unit Supervisor: (1) (2) (3) (4) Update Project Schedule and List of Sheets. Estimate percent complete. Estimate time to complete. Work with Unit Supervisor to adjust resources, if necessary.
g. Develop preliminary quantities for all cost estimates after the Preliminary Plan stage. h. Near end of project: (1) (2) (3) (4) (5) Develop quantities, Not Included in Bridge Quantity List, and Special Provisions Checklist that are to be turned in with the plans. (See Section 12.4.4). Prepare the Bar List. Coordinate all final changes, including review comments received from the Bridge Specifications and Estimates Engineer. Refer to Section 12.4.3 (B). Meet with Region design staff and other project stakeholders at the constructabality review/round table review meetings to address final project coordination issues. The designer should inform the Unit Supervisor of any areas of the design, which should receive special attention during checking andreview. Prepare the QA/QC Checklist, and obtain signatures/initials as required. This applies to all projects regardless of type or importance (bridges, walls, sign structures, overlay, traffic barrier, etc.). Refer to Appendix 1.5-A3-1.
The design calculations are prepared by the designer and become a very important record document. Design calculations will be a reference document during the construction of the structure and throughout the life of the structure. It is critical that the design calculations be user friendly. The design calculations shall be well organized, clear, properly referenced, and include numbered pages along with a table of contents. The design calculations shall be archived. Computer files should be archived for use during construction, in the event that changed conditions arise. Archive-ready design and check calculations shall be bound and submitted to the Unit Supervisor concurrently with the turn-in of the Bridge PS&E submittal. Calculations shall be stored in the design unit until completion of construction. After construction, they shall be sent to archives. (See Section 1.3.8 Archiving Design Calculations, Design Files, and S&E Files). The designer or another assigned individual is also responsible for resolving construction problems referred to the Bridge Office during the life of the contract. These issues will generally be referred through the Bridge Technical Advisor, the Unit Supervisor, the Construction Support Unit, or the HQ Construction-Bridge.
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3. Checker Responsibility The checker is responsible to the Unit Supervisor for quality assurance of the structural design, which includes checking the design, plans and specifications to assure accuracy and constructability. The Unit Supervisor works with the checker to establish the level of checking required. The checking procedure for assuring the quality of the design will vary from project to project. Following are some general checking guidelines: a. Design Calculations may be checked by either of two methods: (1) Design calculations may be checked with a line-by-line review and initialing by the checker. If it is more efficient, the checker may choose to perform his/her own independentcalculations. Iterative design methods may be best checked by review of the designers calculations, while standard and straight-forward designs may be most efficiently checked with independent calculations. All the designer and checker calculations shall be placed in one design set. Revision of design calculations, if required, is the responsibility of the designer. The checkers plan review comments are recorded on a copy of the structural plans, including details and bar lists, and returned to the designer for consideration. These check prints are a vital part of the checking process, and shall be preserved. If the checkers comments are not incorporated, the designer should provide justification for not doing so. If there is a difference of opinion that cannot be resolved between the designer and checker, the Unit Supervisor shall resolve any issues. Check prints shall be submitted to the Unit Supervisor at the time of 100% PS&E turn-in. If assigned by the Unit Supervisor, a structural detailer shall perform a complete check of the geometry using CADD or hand calculations. Revision of plans, if required, is the responsibility of the designer. The checker shall provide an independent set of quantity calculations. These together with the designers quantity calculations shall be placed in the job file. Resolution of differences between the designer and checker shall be completed before the Bridge PS&E submittal. The checker shall also check the barlist.
(2)
(3) (1)
b. Structural Plans
4. Structural Detailer Responsibility The structural detailer is responsible for the quality and consistency of the contract plan sheets. The structural detailer shall ensure that the Bridge Office drafting standards as explained in Chapter 11 of this manual are upheld. a. Refer to Chapter 11, for detailing practices. b. Provide necessary and adequate information to ensure the contract plans are accurate, complete, and readable. c. Detail plan sheets in a consistent manner and follow accepted detailing practices. d. Check plans for geometry, reinforcing steel congestion, consistency, and verify control dimensions. e. Check for proper grammar and spelling.
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f. On multiple bridge contracts, work with the Designer/Project Coordinator to ensure that the structural detailing of all bridges within the contract shall be coordinated to maximize consistency of detailing from bridge to bridge. Extra effort will be required to ensure uniformity of details, particularly if multiple design units and/or consultants are involved inpreparing bridge plans. g. Maintain an ongoing understanding of bridge construction techniques and practices. 5. Specialist Responsibility All bridge and wall projects initiated with a signed Bridge Preliminary Plan. The primary responsibility of the specialist is to act as a knowledge resource for the Bridge and Structures Office, WSDOT, other governmental agencies and consultants. Designers are encouraged to consult specialists for complex projects early in the design process. Supervisors overseeing a design project should actively identify any complex or unusual features, early in the design process, and encourage the designers involved to seek input from the suitable Specialist. The Specialists maintain an active knowledge of their specialty area, along with a current file of products and design procedures. The Specialists maintain industry contacts. Specialists provide training in their area of expertise. Specialists are expected to remain engaged with the design efforts being carried out in the office related to their specialty. At the discretion of the Design Unit Supervisor, the Specialists may be requested to review, comment on and initial plans in their area of expertise prepared by other designers. Specialists are expected to review selected design work for consistency with other WSDOT projects, and for adherence to current office practice and current industry practice. Specialist reviews are typically cursory in nature, and are not intended to fulfill the role of structural checker. Specialists shall initial the Project Turn-In QA/QC Worksheet of BDM Appendix 1.5-A3 at the 100% completion stage of certain projects including: a. Bearing and Expansion Joint Specialist All expansion joint or bearing rehab projects. All new bridges with modular expansion joints, unique strip seal joints (high skew, raised steel sliding plates at sidewalk, traffic islands, etc.), and bearings other than plain elastomericpads. b. Concrete Specialist All post-tensioned super and substructures, and complex prestressed girder superstructures (long spans, large skews, tapered girders, etc.). All structures utilizing mass concrete, self-consolidating concrete (SCC), shotcrete or Grade 80 reinforcement. c. Steel Specialist All new and retrofit steel superstructure projects, or projects involving significant or complex welding. d. Seismic Specialist All retrofit projects, and new bridges with complex seismic design requirements. Specialists assist the Bridge and Structures Engineer in reviewing and voting on amendments to AASHTO specifications. Specialists are responsible for keeping their respective chapters of the Bridge Design Manual M23-50 up to date. The Concrete, Steel, and Seismic Specialists act as Supervisors for the Structural Detailers within their unit. They are responsible for the day-to-day supervision of the Structural Detailers, including timesheet and evaluation responsibilities. The Specialists are also relied upon to assist the Design Unit Supervisor in allocating detailing staff, and completing Structural Detailer staffing projections.
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A secondary responsibility of the Specialist is to serve as Unit Supervisor when the supervisor is absent. Sign Structure design, Wall design, and Traffic Barrier & Rail design are three specialty areas where design and review work has traditionally been directed to dedicated staff in each of the three main design groups within the Bridge Design Office (see BDM 1.2.3). Design guidance or review requests for unusual or unique projects involving these three specialty areas should be directed to the applicable Design Unit Supervisor for design or review.
6. Specification and Estimating Engineer Responsibilities There are currently four specialist positions in the Bridge and Structures Office. The four specialty areas in the Design Section are bearings and expansion joints, concrete (including prestressed concrete), seismic design and retrofit, and structural steel. 7. Design Unit Supervisor Responsibility a. The Unit Supervisor is responsible to the Bridge Design Engineer forthe timely completion and quality of the bridge plans. b. The Unit Supervisor works closely with the Project Coordinator and the design team (designer, checker, and structural detailer) during the design and plan preparation phases to help avoid major changes late in the design process. Activities during the course of designinclude: (1) Evaluate the complexity of the project and the designers skill and classification level to deliver the project in a timely manner. Determine both the degree of supervision necessary for the designer and the amount of checking required by the checker. Assist the design team in defining the scope of work, identifying the tasks to be accomplished and developing a project work plan. Make suitable staffing assignments and develop a design team time estimate to ensure that the project can be completed on time and within budget. Review and approve design criteria before start of design. Help lead designer conduct face-to-face project meetings, such as: project kick-off and wrap-up meetings with Region, geotechnical staff, bridge construction, and consultants to resolve outstandingissues. Participate in coordinating, scheduling, and communicating with stakeholders, customers, and outside agencies relating to major structural design issues. Facilitate resolution of major project design issues. Assist the design team with planning, anticipating possible problems, collectively identifying solutions, and facilitating timely delivery of needed information, such as geometrics, hydraulics, foundation information, etc. Interact with design team regularly to discuss progress, problems, schedule and budget, analysis techniques, constructability and design issues. Always encourage forward thinking, innovative ideas and suggestions for quality improvement.
(9)
(10) Arrange for and provide the necessary resources, time and tools for the design team todo the job right the first time. Offer assistance to help resolve questions or problems. (11) Help document and disseminate information on special features and lessons learned forthe benefit of others and future projects. (12) Mentor and train designers and detailers through the assignment of a variety of structuretypes.
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c. The Unit Supervisor works closely with the design team during the plan review phase. Review efforts should concentrate on reviewing the completed plan details and design calculations for completeness and for agreement with office criteria and office practices. Review the following periodically and at the end of the project: (1) Design Criteria Seismic design methodology, acceleration coefficient (a value), and any seismic analysis assumptions. Foundation report recommendations, selection of alternates. Deviations from AASHTO, this manual, and proper consideration of any applicable Design Memorandums. Design Time and Budget
(2)
d. Estimate time to complete the project. Plan resource allocation for completing the project to meet the scheduled Ad Date and budget. Monitor monthly time spent on the project. At the end of each month, estimate time remaining to complete project, percent completed, and whether project is on or behindschedule. Plan and assign workforce to ensure a timely delivery of the project within the estimated time and budget. At monthly supervisors scheduling meetings, notify the Bridge Projects Engineer if a project is behind schedule.
e. Advise Region of any project scope creep and construction cost increases. As a minimum, usequarterly status reports to update Region on project progress. f. Use appropriate computer scheduling software or other means to monitor time usage, toallocate resources, and to plan projects. g. Review constructability issues. Are there any problems unique to the project? h. Review the final plans for the following: (1) (2) Scan the job file for unusual items relating to geometrics, hydraulics, geotechnical, environmental, etc. Overall review of sheet #1, the bridge layout for: Consistency especially for multiple bridge project Missing information Review footing layout for conformance to Bridge Plan and for adequacy of information given. Generally, the field personnel shall be given enough information to layout the footings in the field without referring to any other sheets. Plan details shall be clear, precise, and dimensions tied to base references, such as: a survey line or defined centerline of bridge. Review the sequence of the plan sheets. The plan sheets should adhere to the following order: layout, footing layout, substructures, superstructures, miscellaneous details, barriers, and barlist. Also check for appropriateness of the titles. Review overall dimensions and elevations, spot check for compatibility. Forexample,check compatibility between superstructures and substructure. Alsospotcheck bar marks. Use common sense and experience to review structural dimensions and reinforcement for structural adequacy. When in doubt, question the designer and checker.
(3)
(4)
(5)
(6)
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8. Bridge Design Engineers Responsibilities The Bridge Design Engineer is the coach, mentor, and facilitator for the WSDOT QC/QA Bridge Design Procedure. The leadership and support provided by this position is a major influence inassuring bridge design quality for structural designs performed by both WSDOT andconsultants. The following summarizes the key responsibilities of the Bridge Design Engineer related to QC/QA: a. Prior to the Bridge Design Engineer stamping and signing any plans, he/she shall perform astructural/constructability review of the plans. This is a quality assurance (QA) function aswell as meeting the responsible charge requirements of state laws relating to Professional Engineers. b. Review and approve the Preliminary Bridge Plans. The primary focus for this responsibility isto assure that the most cost-effective and appropriate structure type is selected for a particular bridge site. c. Review unique project special provisions and Standard Specification modifications relating tostructures. d. Facilitate partnerships between WSDOT, consultants, and the construction industry stakeholders to facilitate and improve designquality. e. Encourage designer creativity and innovation through forward thinking. f. Exercise leadership and direction for maintaining a progressive and up to date Bridge Design Manual M 23-50. g. Create an open and supportive office environment in which Design Section staff are empowered to do high quality structural design work. h. Create professional growth opportunities through an office culture where learning is emphasized. i. Encourage continuing professional development through training opportunities, attendance atseminars and conferences, formal education opportunities, and technical writing. 9. General Bridge Plan Stamping and Signature Policy The stamping and signing of bridge plans is the final step in the Bridge QC/QA procedure. Itsignifies a review of the plans and details by those in responsible charge for the bridge plans. Atleast one Licensed Structural Engineer shall stamp and sign each contract plan sheet (exceptthe bar list). For contract plans prepared by a licensed Civil or Licensed Structural Engineer, the Unit Manager and the licensed Civil or Licensed Structural Engineer co-seal and sign the plans, exceptthe bridge layout sheet. The bridge layout sheet is sealed and signed by the State Bridge and Structures Engineer or, in the absence of the State Bridge and Structures Engineer, the Bridge Design Engineer. For contract plans not prepared by a licensed Civil or Licensed Structural Engineer, the Unit Manager and the Bridge Design Engineer co-seal and sign the plans except the bridge layout sheet. The bridge layout sheet is sealed and signed by the State Bridge and Structures Engineer or,in the absence of the State Bridge and Structures Engineer, the Bridge Design Engineer. For Non-Standard Retaining Walls and Noise Barrier Walls, Sign Structures, Seismic Retrofits, Expansion Joint and Bearing Modifications, Traffic Barrier and Rail Retrofits, and other special projects, the Unit Manager with either the licensed designer or the Bridge Design Engineer (ifthe designer is not licensed) co-seal and sign the plans except for the layout sheet. The layout sheets for these plans are sealed and signed by the State Bridge and Structures Engineer, or in the absence of the State Bridge and Structures Engineer, the Bridge Design Engineer.
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B. Consultant PS&E Projects on WSDOT Right of Way PS&E prepared by consultants will follow a similar QC/QA procedure as that shown above for WSDOT prepared PS&Es and, as a minimum, shall include the following elements: 1. WSDOT Consultant Liaison Engineers Responsibilities a. Review scope of work. b. Negotiate contract and consultants Task Assignments. c. Coordinate/Negotiate Changes to Scope of Work. 2. Bridge Scheduling Engineer Responsibilities a. Add review to the bridge schedule. b. Assign review to a bridge unit supervisor. c. Make 2 copies of the review plans and specifications 1for the design reviewer and 1for theSpecifications Engineer Reviewer d. Make a copy of the Layout for the Bridge Inventory Engineer. 3. WSDOT Design Reviewers or Coordinators Responsibilities a. Early in the project, review consultants design criteria, and standard details for consistency with WSDOT practices and other bridge designs in project. b. Review the job file as prepared by the Preliminary Plan Engineer. c. Identify resources needed to complete work. d. Initiate a project start-up meeting with the Consultant to discuss design criteria, submittal schedule and expectations, and also to familiarize himself/herself with the Consultantsdesigners. e. Reach agreement early in the design process regarding structural concepts and design methods to be used. f. Identify who is responsible for what and when all intermediate constructability, Bridge Plans, and Bridge PS&E review submittals are to be made. g. Monitor progress. h. Facilitate communication, including face-to-face meetings. i. Verify that the Consultants design has been checked by the Consultants checker at the 100% submittal. The checkers calculations should be included in the designers calculation set. j. Review consultants design calculations and plans for completeness and conformance to Bridge Office design practice. The plans shall be checked for constructability, consistency, clarity and compliance. Also, selectively check dimensions and elevations. k. Resolve differences. 4. WSDOT Design Unit Supervisors Responsibilities a. Encourage and facilitate communication. b. Early involvement to assure that design concepts areappropriate. c. Empower Design Reviewer or Coordinator. d. Facilitate resolution of issues beyond authority of WSDOT Reviewer orCoordinator. e. Facilitate face-to-face meetings.
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5. WSDOT S&E Engineers Responsibilities See Section 12.4.8. 6. WSDOT Bridge Design Engineers Responsibilities a. Cursory review of design plans. b. Signature approval of S&E bridge contract package. C. Consultant PS&E Projects on County and City Right of Way Counties and cities frequently hire Consultants to design bridges. WSDOT Highways and Local Programs Office determine which projects are to be reviewed by the Bridge and StructuresOffice. WSDOT Highways and Local Programs send the PS&E to the Bridge Projects Engineer for assignment when a review is required. The Bridge and Structures Offices Consultant Liaison Engineer is notinvolved. A WSDOT Design Reviewer or Coordinator will be assigned to the project and will review the project as outlined for Consultant PS&E Projects on WSDOT Right of Way (see Section1.3.2.B). Two sets of plans with the reviewers comments marked in red should be returned to the Bridge Projects Unit. One set of plans will be returned to Highways and Local Programs. The Bridge Scheduling Engineer will file the other set in the Bridge Projects Unit. The first review should be made of the Preliminary Plan followed later by review of the PS&E anddesign calculations. Comments are treated as advisory, although major structural issues must beaddressed and corrected. An engineer from the county, city, or consultant may contact the reviewer todiscuss thecomments.
2. Design Calculations The design calculations should include design criteria, design assumptions, loadings, structural analysis, one set of moment and shear diagrams and pertinent computer input and output data (reduced to 8 by 11 sheet size). The design criteria, design assumptions, and special design features should follow in that order behind the index. Computer-generated design calculations may be used instead of longhand calculations. The calculation sheets shall be formatted similar to WSDOT standard calculation sheets (WSDOT Form 232-007) for longhand designs. The header for electronic calculation sheets shall carry WSDOT logo along with project name, S.R. number, designer and checkers name, date, supervising engineer, and sheet numbers. All computer-generated or longhand design calculations shall be initialed by the designer and checker. Checkers initial may not be necessary if separate check calculations are provided.
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Output from commercial software shall be integrated into design calculations with a cover sheet that includes the WSDOT logo along with project name, S.R. number, designer and checker's name, date, supervising engineer, and sheet numbers. Consultant submitted design calculations shall comply with the above requirements. Design calculations prepared by the Bridge Design Office or Consultants need not be sealed and signed. Design calculations are considered part of the process that develops contract plans which are the final documents.
See Appendix 1.5-A4-1 for examples of Excel template for computer-generated design calculations. Code and other references used in developing calculations shall be specified. Ingeneral, when using Excel spreadsheet, enough information and equations shall be provided/ shown in the spreadsheet so that an independent checker can follow the calculations. 3. Special Design Features Brief narrative of major design decisions or revisions and the reasons for them. 4. Construction Problems or Revisions Not all construction problems can be anticipated during the design of the structure; therefore, construction problems arise during construction, which will require revisions. Calculations for revisions made during construction should be included in the design/check calculation file when construction iscompleted. D. File Exclusions The following items should not be included in the file: 1. Geometric calculations. 2. Irrelevant computer information. 3. Prints of Office Standard Sheets. 4. Irrelevant sketches. 5. Voided sheets. 6. Preliminary design calculations and drawings unless used in the finaldesign. 7. Test hole logs. 8. Quantity calculations.
1.3.5Addenda
Plan or specification revisions during the advertising period require an addendum. The Specifications and Estimate Engineer will evaluate the need for the addendum after consultation with the HQ Construction Bridge, Region, and the HQ or Region Plans Branch. The Bridge Design Engineer or the Unit Supervisor must initial all addenda. For addenda to contract plans, obtain the original drawing from the Bridge Projects Unit. Use shading or clouding to mark all changes (except deletions) and place a revision note at the bottom of the sheet (Region and HQPlans Branch jointly determine addendum date) and a description of the change. Returnthe 11 by 17 signed original and copy to the Specifications and Estimate Engineer who will submit the copy to the HQ Plans Branch for processing. See Chapter 12 for additional information. For changes to specifications, submit a copy of the page with the change to the Specifications and Estimate Engineer for processing.
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2. On the Bridge Office copy, mark with red pen any errors or corrections. Yellow shall be used for highlighting the checked items. The red pen marks will be copied onto the other copies and returned to the Region Project Engineer. Comments made with red pen, especially for 8 by 11 or 11 by 17 size sheets, shall be clear, neat, and conducive to being reproduced by Xerox. These comments should be bubbled so they stand out on a black and white Xerox copy. Use of large sheets should be discouraged because these require extra staff assistance and time to make these copies by hand. 3. Items to be checked are typically as follows: Check against Contract Plans and Addenda, Special Provisions, Previously Approved Changes and Standard Specifications. a. Material specifications (ASTM specifications, hardness, alloy and temper, etc.). b. Size of member and fasteners. c. Length dimensions, if shown on the Contract Plans. d. Finish (surface finish, galvanizing, anodizing, painting, etc.). e. Weld size and type and welding procedure if required. f. Strand or rebar placement, jacking procedure, stress calculations, elongations, etc. g. Fabrication reaming, drilling, and assembly procedures. h. Adequacy of details. i. Erection procedures. For prestressed girders and post-tensioning shop plan review see Sections 5.6.3A and 5.8.6C respectively. a. Quantities in bill of materials. b. Length dimensions not shown on Contract Plans except for spot checking and is emphasized by stamping the plans: Geometry Not Reviewed by the Bridge and Structures Office. 5. Project Engineers Copy Do not use the Project Engineers copy (comments or corrections are in green) as the office copy. Transfer the Project Engineers corrections, if pertinent, to the office copy using red pen. The Project Engineers comments may also be received by e-mail.
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6. Marking Copies When finished, mark the office copy with one of five categories in red pen, lower right corner. a. A Approved, No Corrections required. Approved As Noted minor corrections only. Do not place written questions on an approved as noted sheet. Returned for Correction major corrections are required which requires a complete resubmittal. This is appropriate for items that are not required to be Approved per the contract, such as: work platforms, submittals from various local agencies or developers, and other items that are reviewed as a courtesy. This is appropriate when a deviation from the contract is found but is determined to be structurally acceptable. b. AAN
c. RFC
d. Structurally Acceptable
If in doubt between AAN and RFC, check with the Unit Supervisor or Construction Support Engineer. An acceptable detail may be shown in red. Mark the plans Approved As Noted provided that the detail is clearly noted Suggested Correction Otherwise Revise and Resubmit. Do not mark the other copies. The Construction Support Unit will do this. Notify the Construction Support Engineer if there are any structurally acceptable deviations to the contract plans. The Construction Support Engineer will notify both the Region Project Engineer and HQ Construction-Bridge, who may have to approve a change order and provide justification for the change order. Notify the Unit Supervisor and the Construction Support Engineer if problems are encountered which may cause a delay in the checking of the shop plans or completion of the contract. Typically, WSDOT administered contracts require reviews to be completed within 30 days. The review time starts when the Project Engineer first receives the submittal from the Contractor and ends when the Contractor has received the submittal back from the Project Engineer. The Bridge Office does not have the entire 30-day review period to complete the review. Therefore, designers should give construction reviews high priority and complete reviews in a timely manner so costly construction delays are avoided. Time is also required for marking, mailing and other processing. It is the goal of the Bridge and Structures Office to return reviewed submittals back to the Project Engineer within 7 to 14 days of their receipt by the Bridge Construction Support Unit. Return all shop drawings and Contract Plans to the Construction Support Unit when checking is completed. Include a list of any deviations from the Contract Plans that are allowed and a list of any disagreements with the Project Engineers comments (regardless of how minor they may be). If deviations from the Contract Plans are to be allowed, a Change Order may be required. Alert the Construction Support Unit so that their transmittal letter may inform the Region and the HQ Construction - Bridge. Under no circumstances should the reviewer mark on the shop plans that a change order is required or notify the Project Engineer that a change order is required. The authority for determining whether a change order is required rests with HQ Construction - Bridge.
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B. Sign Structure, Signal, and Illumination Shop Plans In addition to the instructions described under Section 1.3.6A Bridge Shop Plans and Procedures, the following instructions apply: 1. Review the shop plans to ensure that the pole sizes conform to the Contract Plans. Determine if the fabricator has supplied plans for each pole or type of pole called for in the contract. 2. The Project Engineers copy may show shaft lengths where not shown on Contract Plans or whether a change from Contract Plans is required. Manufacturers details may vary slightly from contract plan requirements, but must be structurally adequate tobeacceptable. C. Geotechnical Submittals The Bridge Office and the Geotechnical Services Branch concurrently review these submittals which may include special design proprietary retaining walls, drilled shafts, ground anchors, and soldier piles. HQ Construction Office - Bridge is included for the review of drill shaft installation plans. The Construction Support Unit combines these comments and prepares a unified reply that is returned to the ProjectEngineer
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Sign, date, and send the new plan sheets to the Bridge Plans Engineer. Send two paper copies to HQ Construction-Bridge. The Construction Support Unit requires one paper copy. The Design Unit requires one or more paper copies. One paper print, stamped As Constructed Plans, shall be sent to the Project Engineer, who shall use it to mark construction changes and forward them as As-Built Plans to the Bridge Plans Engineer upon project completion. The Designer is responsible for making the prints and distributing them. This process applies to all contracts including HQ Ad and Award, Region Ad and Award, or Local Agency Ad and Award. Whenever new plan sheets are required as part of a contract revision, the information in the title blocks of these sheets must be identical to the title blocks of the contract they are for (e.g., Job Number, Contract No., Fed. Aid Proj. No., Approved by, and the Project Name). These title blocks shall also be initialed by the Bridge Design Engineer, Unit Supervisor, designer, and reviewer before they are distributed. If the changes are modifications made to an existing sheet, the sheet number will remain the same. A new sheet shall be assigned the same number as the one in the originals that it most closely resembles and shall be given a letter after the number (e.g., if the new sheet applies to the original sheet 25 of 53, then it will have number 25A of 53). The Bridge Plans Engineer in the Construction Support Unit shall store the 11 by 17 original revision sheets. Every revision will be assigned a number, which shall be enclosed inside a triangle. The assigned number shall be located both at the location of the change on the sheet and in the revision block of the plan sheet along with an explanation of the change. Any revised sheets shall be sent to HQ Construction-Bridge with a written explanation describing the changes to the contract, justification for the changes, and a list of material quantity additions or deletions.
C. As-Built Plan Process For more information on the as-built plan process for bridges, see the AsBuilt Plans Manual, prepared by the Bridge and Structures Office, dated August 2003. Copies are available from the Bridge Plans Engineer.
B. Upon Contract Completion The designer will place a job file cover label on the file folder (see Figure 1-3.8-1) and update the file with any contract plan changes that have occurred during construction. Two years after physical completion of the contract, the Bridge Plans Engineer will box and send the documents to the Office of Secretary of State for archive storage, except as otherwise approved by the Bridge Design Engineer. The Bridge Plans Engineer will maintain a record of the documents location and archive status.
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County
CS #
Contract #
Checked by Vol. #
Cover Label
Figure 1.3.8-1
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B. Policy on Open Source Software It is the policy of the Bridge and Structures Office to license its own engineering software as open source, and to prefer and promote the use of open source software, within the bridge engineeringcommunity. To support this policy on open source bridge engineering software, the Bridge and Structures Office is a founding and participating member of the Alternate Route Project. The purpose of the Alternate Route Project is to serve as a focal point for the collaborative and cooperative development of open source bridge engineering software tools.
C. Approved Software Tools A list of approved software tools available for use by WSDOT bridge design engineers is available at wwwi.wsdot.wa.gov/eesc/bridge/software. Note that this list is only available on the WSDOT intranet. WSDOT does not require consulting engineers to use any specific software tools, so long as the use of the tools are in accordance with sound engineering practice, and does not violate software licensing agreements and Copyright law. When using personal design tools created by others, such as a spreadsheet or MathCAD document, the designer is responsible for thoroughly checking the tool to ensure the integrity of the structural analysis and design.
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B. Technical Design Matters Technical coordination must be done with the HQ Materials Laboratory Foundation Engineer and with the HQ Hydraulic Engineer for matters pertaining to their responsibilities. A portion of the criteria for a project design may be derived from this coordination; otherwise it shall be developed bythe designer and approved by the Bridge Design Engineer. The designer should ensure uniformity of structural details, bid items, specifications, and other items when two or more structures are to be advertised under the same contract.
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B. Estimate Design Time Required The designer or design team leader shall determine an estimate of design time required to complete the project. The use of a spreadsheet, or other means is encouraged to ensure timely completion and adherence to the schedule. Use 150 hours for one man month.
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The individual activities include the specific items as follows under each major activity. Activity No. 1 Design See Section 1.3.2.A.2 Includes: 1. Project coordination and maintaining the Design File. 2. Geometric computations. 3. Design calculations. 4. Complete check of all plan sheets by the designer. 5. Compute quantities and prepare barlist. 6. Preparing special provisions checklist. 7. Assemble backup data covering any unusual feature in the Design File.
Activity No. 2 Design Check See Section 1.3.2.A.3 Includes: 1. Checking design at maximum stress locations. 2. Checking major items on the drawings, including geometrics. 3. Additional checking required.
Activity No. 3 Drawings See Section 1.3.2.A.4 Includes: 1. Preparation of all drawings. Activity No. 4 Revisions Includes: 1. Revisions resulting from the checkers check. 2. Revisions resulting from the Unit Supervisors review. 3. Revisions from S&E Engineers review. 4. Revisions from Regions review.
Activity No. 5 Quantities Includes: 1. Compute quantities including barlist. 2. Check quantities and barlist.
Activity No. 6 S&E See Section 12.4 Includes: 1. Prepare S&E. 2. Prepare working day schedule.
Activity No. 7 Project Review Includes: 1. Unit Supervisor and Specialists review.
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C. Monthly Project Progress Report The designer or design team leader is responsible for determining monthly project progress and reporting the results to the Unit Supervisor. The Unit Supervisor is responsible for monthly progress reports using information from the designer or design team leader. Any discrepancies between actual progress and the project schedule must be addressed. Report any revisions to the workforce assigned to the project, hours assigned to activities, or project schedule revisions to the Bridge Projects Engineer and Region. The designer may use a computer spreadsheet, to track the progress of the project and as an aid in evaluating the percent complete. Other tools include using an Excel spreadsheet listing bridge sheet plans by title, bridge sheet number, percent design complete, percent design check, percent plan details completed, and percent plan details checked. This data allows the designer or design team leader to rapidly determine percent of project completion and where resources need to be allocated tocomplete the project on schedule.
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When making a site visit, it is important to obtain as much information as possible. Digital photographs, video records with spoken commentary, field measurements, and field notes are appropriate forms of field information. A written or pictorial record should be made of any observed problems with an existing bridge or obvious site problems. The site visit data would then be incorporated into the job file. This information will be a valuable asset in preparing constructible and cost-effective structuraldesigns. It is important to include site visits as part of the consultants scope ofwork when negotiating for structural design work.
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1.99 References
1. LRFD Bridge Design Specifications, Latest Edition and Interims. American Association of State Highway and Transportation Officials (AASHTO), Washington, D.C. 2. Design Manual, WSDOT M 22-01. 3. Construction Manual, WSDOT M 41-01. 4. As-Built Plans Manual, WSDOT Bridge and Structures Office, August2003. 5. AASHTO Guide Specifications for LRFD Seismic Bridge Design, Latest Edition and Interims. American Association of State Highway and Transportation Officials (AASHTO), Washington, D.C.
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Appendix 1.1-A1
Name Revision Author
Revision Checker
Chapter Author
BDM Coordinator
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Totals
Activity No.
SR
Appendix 1.5-A2
Reference No.
Man Hours Used to Date % of Total Time Used % of Activity Complete % of Total Project Complete
Reference No.
Man Hours Used to Date % of Total Time Used % of Activity Complete % of Total Project Complete
Reference No.
Man Hours Used to Date % of Total Time Used % of Activity Complete % of Total Project Complete
Reference No.
Man Hours Used to Date % of Total Time Used % of Activity Complete % of Total Project Complete
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Appendix 1.5-A3
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Appendix 1.5-A4
Project S .R .
1
Supv
of
Sheets
Code Reference
C:\AAWork\Bridge Template.xlsx
Sheet1
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Contents
2.1-1 2.1-1 2.1-1 2.1-1 2.1-2 2.1-2 2.1-5 2.2-1 2.2-1 2.2-2 2.2-3 2.2-4 2.2-5 2.2-5
Preliminary Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.1 Interdisciplinary Design Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.2 Value Engineering Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.3 Preliminary Recommendations for Bridge RehabilitationProjects . . . . . . . . . . . . 2.1.4 Preliminary Recommendations for New Bridge Projects . . . . . . . . . . . . . . . . . . . 2.1.5 Type, Size, and Location (TS&L) Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.6 Alternate Bridge Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.1 Development of the Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.2 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.3 General Factors for Consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.4 Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.5 Preliminary Cost Estimate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.6 Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2
2.3
Preliminary Plan Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-1 2.3.1 Highway Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-1 2.3.2 Railroad Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-4 2.3.3 Water Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-5 2.3.4 Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-7 2.3.5 Detour Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-7 2.3.6 Retaining Walls and Noise Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-7 2.3.7 Bridge Deck Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-8 2.3.8 Bridge Deck Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-8 2.3.9 Construction Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-8 2.3.10 Design Guides for Falsework Depth Requirements . . . . . . . . . . . . . . . . . . . . . . . 2.3-9 2.3.11 Inspection and Maintenance Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-10 Selection of Structure Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-1 2.4.1 Bridge Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-1 2.4.2 Wall Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-6 Aesthetic Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.1 General Visual Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2 End Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.3 Intermediate Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.4 Barrier and Wall Surface Treatments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.5 Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.1 Structure Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2 Handling and Shipping Precast Members and Steel Beams . . . . . . . . . . . . . . . . . 2.6.3 Salvage of Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5-1 2.5-1 2.5-1 2.5-2 2.5-2 2.5-3 2.6-1 2.6-1 2.6-1 2.6-1
2.4
2.5
2.6
2.7
WSDOT Standard Highway Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-1 2.7.1 Design Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-1 2.7.2 Detailing the Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-2 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.99-1
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Appendix 2.2-A1 Appendix 2.2-A2 Appendix 2.2-A3 Appendix 2.2-A4 Appendix 2.2-A5 Appendix 2.3-A1 Appendix 2.3-A2 Appendix 2.4-A1 Appendix 2.7-A1 Appendix 2-B-1 Appendix 2-B-2 Appendix 2-B-3 Appendix 2-B-4 Appendix 2-B-5 Appendix 2-B-6 Appendix 2-B-7 Appendix 2-B-8 Appendix 2-B-9
Bridge Site Data General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A1-1 Bridge Site Data Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A2-1 Bridge Site Data Stream Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A3-1 Preliminary Plan Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2-A4-1 Request For Preliminary Geotechnical Information . . . . . . . . . . . . . . . . . 2.2-A5-1 Bridge Stage Construction Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-A1-1 Bridge Redundancy Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3-A2-1 Bridge Selection Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4-A1-1 Standard Superstructure Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7-A1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-B-9
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2.1 Preliminary Studies
2.1.1 Interdisciplinary Design Studies
Preliminary Design
Region may set up an Interdisciplinary Design Team (IDT) to review the various design alternatives for major projects. The IDT is composed of members from Regions, HQ, outside agencies, and consulting firms. The members have different areas of expertise, contribute ideas, and participate in the selection of design alternatives. This work will often culminate in the publication of an Environmental Impact Statement (EIS). Bridge designers may be asked to participate either as a support resource or as a member of the IDT.
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Determine any special construction staging requirements. Can the bridge be totally shut down for the rehabilitation period? How many lanes will need to be open? Can the work be accomplished during night closures or weekend closures? Develop various alternatives and cost estimates for comparison, ranging from do nothing to new replacement. Determine what the remaining life expectancies are for the various rehabilitation alternatives. Determine the cost of a new replacement bridge. Note: The FHWA will not participate in funding the bridge rehabilitation project if the rehabilitation costs exceed 50% of the cost for a new bridge replacement. The Bridge and Structures Office will provide Region with a written report with background information. The Region will be given an opportunity to review the draft report and to provide input prior to finalization. The Bridge Projects Engineer and Specifications & Estimates Engineers provide bridge scoping cost estimates to Regions for their use in determining budgets during Region's project definition phase. TheS&E Engineers will check the Bridge Project Engineer's estimate as well as check each other.
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A. TS&L General The designer should first review the project history in order to become familiar with the project. The environmental and design reports should be reviewed. The bridge site data should be checked so that additional data, maps, or drawings can be requested. A meeting with Region and a site visit should be arranged after reviewing the history of theproject. The Materials Laboratory Geotechnical Services Branch must be contacted early in the TS&L process in order to have foundation information. Specific recommendations on the foundation type must be included in the TS&L report. The Materials Laboratory Geotechnical Services Branch will submit a detailed foundation report for inclusion as an appendix to the TS&L report. To determine the preferred structural alternative, the designer should: l. Develop a list of all feasible alternatives. At this stage, the range of alternatives should be kept wide open. Brainstorming with supervisors and other engineers can provide new and innovative solutions. 2. Eliminate the least desirable alternatives by applying the constraints of the project. Question and document the assumptions of any restrictions and constraints. There should be no more than four alternatives at the end of thisstep. 3. Perform preliminary design calculations for unusual or unique structural problems to verify that the remaining alternatives are feasible. 4. Compare the advantages, disadvantages, and costs of the remaining alternatives to determine the preferred alternative(s). 5. Visit the project site with the Region, Materials Laboratory Geotechnical Services Branch, and HQ Hydraulics staff. FHWA expects specific information on scour and backwater elevations for the permanent bridge piers, as well as, for any temporary falsework bents placed in the waterway opening. After the piers have been located, a memo requesting a Hydraulics Report should be sent to the HQ Hydraulics Unit. The HQ Hydraulics Unit will submit a report for inclusion as an appendix tothe TS&L report. The State Bridge and Structures Architect should be consulted early in the TS&L study period. Notes to the File should be made documenting the aesthetic requirements and recommendations of the State Bridge and Structures Architect. Cost backup data is needed for any costs used in the TS&L study. FHWA expects TS&L costs to be based on estimated quantities. This cost data is to be included in an appendix to the TS&L report. The quantities should be compatible with the S&E Engineers cost breakdown method. The Specifications & Estimates Engineers will check the designer's estimated costs included in TS&L reports. Inthe case of consultant prepared TS&L reports, the designer shall have the S&E Engineers check the construction costs.
B. TS&L Outline The TS&L report should describe the project, the proposed structure, and give reasons why the bridge type, size, and location were selected. 1. Cover, Title Sheet, and Index These should identify the project, owner, location and the contents of the TS&L. 2. Photographs There should be enough color photographs to provide the look and feel of the bridge site. Theprints should be numbered and labeled and the location indicated on a diagram. 3. Introduction The introduction describes the report, references, and other reports used to prepare the TS&L study. The following reports should be listed, if used. Design Reports and Supplements Environmental Reports
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Architectural Visual Assessment or Corridor Theme Reports Hydraulic Report Geotechnical Reports 4. Project Description The TS&L report clearly defines the project. A vicinity map should be shown. Care should be taken to describe the project adequately but briefly. The project description summarizes the preferred alternative for the projectdesign. 5. Design Criteria The design criteria identify the AASHTO LRFD Bridge Design Specifications and AASHTO guide specifications that will be used in the bridge design. Sometimes other design criteria or special loadings are used. These criteria should be listed in the TS&L. Some examples in this category might be the temperature loading used for segmental bridges or areas defined aswetlands. 6. Structural Studies The structural studies section documents how the proposed structure Type, Size, and Location were determined. The following considerations should beaddressed. Aesthetics Cost estimates Geometric constraints Project staging and stage construction requirements Foundations Hydraulics Feasibility of construction Structural constraints Maintenance This section should describe how each of these factors leads to the preferred alternative. Show how each constraint eliminated or supported the preferred alternatives. Here are some examples. Prestressed concrete girders could not be used because environmental restrictions required that no permanent piers could be placed in the river. This requires a 230foot clear span. Restrictions on falsework placement forced the use of self supporting precast concrete or steel girders.
7. Executive Summary The executive summary should be able to stand alone as a separate document. The project and structure descriptions should be given. Show the recommended alternative(s) with costs and include a summary of considerations used to select preferred alternatives or to eliminate otheralternatives. 8. Drawings Preliminary plan drawings of the recommended alternative are included in an appendix. The drawings show the plan, elevation, and typical section. For projects where alternative designs are specified as recommended alternatives, preliminary plan drawings for each of the different structure types shall be included. Supplemental drawings showing special features, such as complex piers, are often included to clearly define the project. C. Reviews and Submittals While writing the TS&L report, all major decisions should be discussed with the unit supervisor, who can decide if the Bridge Design Engineer needs to be consulted. A peer review meeting with the Bridge Design Engineer should be scheduled at the 50% completion stage. If applicable, the FHWA Bridge Engineer should be invited to provideinput. The final report must be reviewed, approved, and the Preliminary Plan drawings signed by the State Bridge and Structures Architect, the Bridge Projects Engineer, the Bridge Design Engineer, and the Bridge and Structures Engineer. The TS&L study is submitted with a cover letter to FHWA signed by the Bridge and StructuresEngineer.
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B. Site Reconnaissance The site data submitted by the Region will include photographs and a video of the site. Even forminor projects, this may not be enough information for the designer to work from to develop apreliminary plan. For most bridge projects, site visits are necessary. Site visits with Region project staff and other project stakeholders, such as, Materials Laboratory Geotechnical Services Branch, HQ Hydraulics, and Region Design should be arranged with the knowledge and approval of the Bridge Projects Engineer.
C. Coordination The designer is responsible for coordinating the design and review process throughout the project. This includes seeking input from various WSDOT units and outside agencies. The designer should consult with Materials Laboratory Geotechnical Services Branch, HQ Hydraulics, Bridge Preservation Office, and Region design and maintenance, and other resources for their input.
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D. Consideration of Alternatives In the process of developing the Preliminary Plan, the designer should brainstorm, develop, and evaluate various design alternatives. See Section 2.2.3 General Factors for Consideration and how they apply to a particular site. See also Section 2.1.5A. Preliminary design calculations shall be done to verify feasibility of girder span and spacing, falsework span capacity, geometry issues, and construction clearances. Generally, the number of alternatives will usually be limited to only a few for most projects. For some smaller projects and most major projects, design alternatives merit development and close evaluation. The job file should contain reasons for considering and rejecting design alternatives. Thisprovides documentation for the preferred alternative. E. Designer Recommendation The designer should be able to make a recommendation for the preferred alternative after a thorough analysis of the needs and limitations of the site, studying all information, and developing and evaluating the design alternatives for the project. At this stage, the designer should discuss the recommendation with the Bridge ProjectsEngineer. F. Concept Approval For some projects, the presentation, in E above, to the Bridge Projects Engineer will satisfy the need for concept approval. Large complex projects, projects of unique design, or projects where two or more alternatives appear viable, should be presented to the Bridge Design Engineer for his/her concurrence before plan development is completed. For unique or complex projects a presentation to the Region Project Engineer, and Bridge and Structures Office Peer Review Committee may be appropriate.
2.2.2 Documentation
A. Job File An official job file is created by the Bridge Scheduling Engineer when a memo transmitting site data from the region is received by the Bridge and Structures Office. This job file serves as a depository for all communications and resource information for the job. Scheduling and time estimates are kept in this file, as well as cost estimates, preliminary quantities, and documentation of all approvals. Records of important telephone conversations and copies of e-mails approving decisions are also kept in the job file. After completing the Preliminary Plan, the job file continues to serve as a depository for useful communications and documentation for all pertinent project related information and decisions during the design process through andincluding preparation of the Final Bridge PS&E.
B. Bridge Site Data All Preliminary Plans are developed from site data submitted by the Region. This submittal will consist of a memorandum intra-departmental communication, and appropriate attachments as specified by the WSDOT Design Manual M2201. When this information is received, it should be reviewed for completeness so that missing or incomplete information can be noted and requested. C. Request for Preliminary Foundation Data A request for preliminary foundation data is sent to the Geotechnical Services Branch to solicit any foundation data that is available at the preliminary bridge design stage. See Appendix 2.2-A5. The Materials Laboratory Geotechnical Services Branch is provided with approximate dimensions for the overall structure length and width, approximate number of intermediate piers (if applicable), and approximate stations for beginning and end of structure on the alignment. Based on test holes from previous construction in the area, geological maps, and soil surveys. The Materials Laboratory Geotechnical Services Branch responds by memo and a report with an analysis of what foundation conditions are likely to be encountered and what foundation types are best suited for the bridge site.
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D. Request for Preliminary Hydraulics Data A Request for preliminary hydraulics data is sent to the Hydraulics Branch to document hydraulic requirements that must be considered in the structure design. The Hydraulics Branch is provided a contour plan and other bridge site data. The Hydraulics Branch will send a memo providing the following data: seal vent elevations, normal water, 100-year and 500-year flood elevations and flows (Q), pier configuration, scour depth and minimum footing cover required, ice pressure, minimum waterway channel width, riprap requirements, and minimum clearance required to the 100-year flood elevation.
E. Design Report or Design Summary and Value Engineering Studies Some bridge construction projects have a Design File Report or Design Summary prepared by the region. This is a document, which includes design considerations and conclusions reached in the development of the project. It defines the scope of work for the project. It serves to document the design standards and applicable deviations for the roadway alignment and geometry. It is also an excellent reference for project history, safety and traffic data, environmental concerns, and other information. If a VE study was done on the bridge, the report will identify alternatives that have been studied and why the recommended alternative waschosen. F. Other Resources For some projects, preliminary studies or reports will have been prepared. These resources can provide additional background for the development of the Preliminary Plan. G. Notes Notes of meetings with Regions and other project stakeholders shall be included in the jobfile.
B. Safety Feasibility of falsework (impaired clearance and sight distance, depth requirements, see Section 2.3.10) Density and speed of traffic Detours or possible elimination of detours by construction staging Sight distance Horizontal clearance to piers Hazards to pedestrians, bicyclists C. Economic Funding classification (federal and state funds, state funds only, local developerfunds) Funding level Bridge preliminary cost estimate Limitation on structure depth Requirements for future widening Foundation and groundwater conditions Anticipated settlement Stage construction Falsework limitations
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E. Environmental Site conditions (wetlands, environmentally sensitive areas) EIS requirements Mitigating measures Construction access General appearance Compatibility with surroundings and adjacent structures Visual exposure and experience for public Ease of construction Falsework clearances and requirements Erection problems Hauling difficulties and access to site Construction season Time limit for construction Bridge deck drainage Stream flow conditions and drift Passage of flood debris Scour, effect of pier as an obstruction (shape, width, skew, number of columns) Bank and pier protection Consideration of a culvert as an alternate solution Permit requirements for navigation and stream work limitations Concrete vs. Steel Expansion joints Bearings Deck protective systems Inspection and Maintenance Access (UBIT clearances) (see Figure 2.3.11-1)
F. Aesthetic
G. Construction
H. Hydraulic
I. Maintenance
J. Other Prior commitments made to other agency officials and individuals of the community Recommendations resulting from preliminary studies
2.2.4 Permits
A. Coast Guard As outlined in the WSDOT Design Manual M 22-01, Additional Data for Waterway Crossings, the Bridge and Structures Office is responsible for coordinating and applying for Coast Guard permits for bridges over waterways. The Coast Guard Liaison Engineer in the Bridge Projects Unit of the Bridge and Structures Office handles this. A determination of whether a bridge project requires a Coast Guard permit is typically determined by Region Environmental during the early scoping phase. This scoping is done before the bridge site data is sent to the Bridge and Structures Design Office/Unit. The Region Design Engineer should request that the Environmental Coordinator consult with the Coast Guard Liaison Engineer prior to sending the bridge site data if possible. Generally, tidal-influenced waterways and waterways used for commercial navigation will require Coast Guard permits. See the WSDOT Design Manual M 22-01, chapter covering Environmental Permits and Approvals, or the WSDOT Environmental Procedure Manual M 31-11, Chapter 520.04
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Section 9 Permit Bridge Work in Navigable Waters, or Chapter 500 Environmental Permitting and PS&E, Table 500-1 for additional information or permit needs and procedures. For all waterway crossings, the Coast Guard Liaison Engineer is required to initial the Preliminary Plan as to whether a Coast Guard permit or exemption is required. This box regarding Coast Guard permit status is located in the center left margin of the plan. If a permit is required, the permit target date will also be noted. The reduced print, signed by the Coast Guard Liaison Engineer, shall be placed in the job file. The work on developing the permit application should be started before the bridge site data is complete so that it is ready to be sent to the Coast Guard at least eight months prior to the project ad date. The Coast Guard Liaison Engineer should be given a copy of the preliminary plans from which to develop the Coast Guard Application plan sheets, which become part of the permit.
B. Other All other permits will be the responsibility of the Region (see the WSDOT Design Manual M22-01). The Bridge and Structures Office may be asked to provide information to the Region to assist them in making applications for these permits.
2.2.6 Approvals
A. State Bridge and Structures Architect/Specialists For all preliminary plans, the State Bridge and Structures Architect and appropriate specialists should be aware and involved when the designer is first developing the plan. The State Bridge and Structures Architect and specialists should be given a print of the plan by the designer. This is done prior to checking the preliminary plan. The State Bridge and Structures Architect and specialist will review, approve, sign and date the print. This signed print is placed in the job file. If there are any revisions, which affect the aesthetics of the approved preliminary plan, the State Bridge and Structures Architect should be asked to review and approve, by signature, a print showing the revisions, which change elements of aesthetic significance. For large, multiple bridge projects, the State Bridge and Structures Architect should be contacted for development of a coordinated architectural concept for the project corridor.
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The architectural concept for a project corridor is generally developed in draft form and reviewed with the project stakeholders prior to finalizing. When finalized, it should be signed by the Region Administrator or his/her designee. Approval from the State Bridge and Structures Architect is required on all retaining walls and noise wall aesthetics including finishes and materials, and configuration. In order to achieve superstructure type optimization and detailing consistency, the following guidelines shall be used for the preparation of all future PreliminaryPlans: Preliminary Plans for all steel bridges and structures shall be reviewed by the Steel Specialist. Preliminary Plans for all concrete bridges and structures shall be reviewed by the Concrete Specialist. Detailing of all Preliminary Plans shall be reviewed by the Preliminary Plans DetailingSpecialist. These individuals shall signify their approval by signing the preliminary plan in the Architect/ Specialist block on the first plan sheet, together with the State Bridge and Structures Architect.
B. Bridge Design T he Bridge Projects Engineer signs the preliminary plan after it has been checked and approved by the Architect/Specialists. At this point, it is ready for review, approval, and signing by the Bridge Design Engineer and the Bridge and Structures Engineer. After the Bridge and Structures Engineer has signed the preliminary plan, it is returned to the designer. The designer places the original signed preliminary plan in the job file and enters the names of the signers in the signature block. This preliminary plan will be sent to region for their review and approval. The transmittal memo includes the preliminary plan and the WSDOT Form 230-038 Not Included in Bridge Quantities List and a brief explanation of the preliminary cost estimate. It is addressed to the Region Administrator/Project Development Engineer from the Bridge and Structures Engineer/ Bridge Design Engineer. The memo is reviewed by the Bridge Projects Engineer and is initialed by the Bridge Design Engineer. The following should be included in the cc distribution list with attachments: FHWA Washington Division Bridge Engineer (when project has Federal Funding), Region Project Engineer, Bridge Projects Engineer, Bridge Design Unit Supervisor, State Geotechnical Engineer, HQ Hydraulics Engineer (when it is a water crossing), Bridge Management Engineer (when it is a replacement), Bridge Preservation Engineer, HQ RR Liaison Engineer (when a railroad is invloved), and Region Traffic Engineer (when ITS is required). The Bridge Scheduling Engineer and the Region and HQ Program Management Engineers should receive a copy of the preliminary plan distribution memo without the attachments.
C. Region Prior to the completion of the preliminary plan, the designer should meet with the Region to discuss the concept, review the list of items to be included in the Not Included in Bridge Quantities List and get their input. (This is a list of non-bridge items that appear on the bridge preliminary plan and eventually on the design plans.) The Region will review the preliminary plan for compliance and agreement with the original site data. They will work to answer any Notes to the Region that have been listed on the plan. When this review is complete, the Regional Administrator, or his/her designee, will sign the plan. The Region will send back a print of the signed plan with any comments noted in red (additions) and green (deletions) along with responses to the questions raised in the Notes to theRegion.
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D. Railroad When a railroad is involved with a structure on a Preliminary Plan, the HQ RR Liaison Engineer of the Design Office must be involved during the plan preparation process. A copy of the Preliminary Plan is sent to the HQ RR Liaison Engineer, who then sends a copy to the railroad involved for their comments andapproval. The railroad will respond with approval by letter to the HQ RR Liaison Engineer. A copy of this letter is then routed to the Bridge and Structures Office and then placed in the job file. For design plans prepared within the Bridge and Structures Office, the Unit Supervisor or lead designer will be responsible for coordinating and providing shoring plans for structures adjacent to railroads. It is recommended that the Construction Support Unit design, prepare, stamp, and sign shoring plans. However, the design unit may elect to design, prepare, stamp, and sign shoringplans. For consultant prepared design plans, the Unit Supervisor or lead reviewer will be responsible for coordinating and having the consultant design shoring plans for structures adjacent to railroads. The Construction Support Unit has design criteria and sample plan details which can be used by the design units andconsultants. A Construction Support engineer is available to attend design project kick-off meetings if there is a need for railroad shoring plans or other constructability issues associated with the project. Regardless of who prepares the bridge plans, all shoring plans should be reviewed by the Construction Support Unit before they are submitted for railroad review and approval at the 50% Final PS&E stage. For completed shelf projects, the S&E Engineer will contact the Region Project Engineer and inform the Unit Supervisor or lead reviewer on the need for shoring plans for structures adjacent to railroads. If shoring plans are required, the unit supervisor or lead designer may ask the Construction Support Unit to prepare shoringplans. At the 50% PS&E plan completion stage or sooner if possible, especially for seismic retrofit project, the S&E Engineer will send four (4) copies of the layout, foundation plan, temporary shoring plans, and appropriate special provision section for structures adjacent to railroads to the HQ RR Liaison Engineer, who will submit this package to the appropriate railroad for review and approval. The shoring plans shall show the pressure loading diagram and calculations to expedite the railroads review and approval.
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2. Ramp Highway Crossings Names for ramp highway crossings are defined by the state highway route numbers being connected, the directions of travel being connected, and the designation or name of the highway,road, or street being bridged. For example, a bridge in the Hewitt Avenue Interchange connecting traffic from westbound US2to northbound I-5 and passing over Everett Street would be named 2W-5N Ramp Over Everett Street (followed by the bridge number). A bridge connecting traffic from northbound I-5to westbound SR 518 and passing over northbound I-405 and a ramp connecting southboundI-405 to northbound I-5 would be named 5N-518W Over 405N, 405S-5N (followedby the bridgenumber).
B. Bridge Width The bridge roadway channelization (configuration of lanes and shoulders) is provided by the regionwith the Bridge Site Data. For state highways, the roadway geometrics are controlled bytheWSDOT Design Manual. M 22-01 For city and county arterials, the roadway geometrics arecontrolled byChapter IV of the WSDOT Local AgencyGuidelines M 36-63. C. Horizontal Clearances Safety dictates that fixed objects be placed as far from the edge of the roadway as is economically feasible. Criteria for minimum horizontal clearances to bridge piers and retaining walls are outlined inthe WSDOT Design Manual M 22-01. The WSDOT Design Manual M 22-01 outlines clear zone and recovery area requirements for horizontal clearances without guardrail or barrier being required. Actual horizontal clearances shall be shown in the plan view of the Preliminary Plan (to the nearest 0.1 foot). Minimum horizontal clearances to inclined columns or wall surfaces should be provided at the roadway surface and for a vertical distance of 6 above the edge of pavement. When bridge end slopes fall within the recovery area, the minimum horizontal clearance should be provided foravertical distance of 6 above the fill surface. See Figure 2.3.1-1. Bridge piers and abutments ideally should be placed such that the minimum clearances can besatisfied. However, if for structural or economic reasons, the best span arrangement requires apier tobe within clear zone or recovery area, and then guardrail or barrier can be used to mitigatethehazard. There are instances where it may not be possible to provide the minimum horizontal clearance evenwith guardrail or barrier. An example would be placement of a bridge pier in a narrow median.The required column size may be such that it would infringe on the shoulder of the roadway. In such cases, the barrier safety shape would be incorporated into the shape of the column. Barrier or guardrail would need to taper into the pier at a flare rate satisfying the criteria in the WSDOTDesignManualM 22-01. See Figure 2.3.1-2. The reduced clearance to the pier would need to be approved by the Region. Horizontal clearances, reduced temporarily for construction, arecovered inSection 2.3.9.
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D. Vertical Clearances The required minimum vertical clearances are established by the functional classification of the highway and the construction classification of the project. For state highways, this is as outlined in the WSDOT Design Manual M 22-01. For city and county arterials, this is as outlined in Chapter IV of the WSDOT LocalAgency Guidelines M 36-63. Actual minimum vertical clearances are shown on the Preliminary Plan (to the nearest 0.1 foot). The approximate location of the minimum vertical clearance is noted in the upper left margin of the plan. For structures crossing divided highways, minimum vertical clearances for both directions are noted.
E. End Slopes The type and rate of end slope used at bridge sites is dependent on several factors. Soil conditions and stability, right of way availability, fill height or depth of cut, roadway alignment and functional classification, and existing site conditions are important. The region should have made a preliminary determination based on these factors during the preparation of the bridge site data. The side slopes noted on the Roadway Section for the roadway should indicate the type and rate of end slope. The Materials Laboratory Geotechnical Services Branch will recommend the minimum rate of end slope. This should be compared to the rate recommended in the Roadway Section and to existing site conditions (if applicable). The types of end slopes and bridge slope protection are discussed in the WSDOT DesignManual M 22-01. Examples of slope protection are shown in WSDOT Standard PlansM 21-01 Section A.
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F. Determination of Bridge Length Establishing the location of the end piers for a highway crossing is a function of the profile grade of the overcrossing roadway, the superstructure depth, the minimum vertical and horizontal clearances required for the structure, the profile grade and channelization (including future widening) of the undercrossing roadway, and the type and rate of end slope used. For the general case of bridges in cut or fill slopes, the control point is where the cut or fill slope plane meets the bottom of roadside ditch or edge of shoulder as applicable. From this point, the fill or cut slope plane is established at the recommended rate up to where the slope plane intersects the grade of the roadway at the shoulder. Following the requirements of WSDOT Standard Plans M 21-01 SectionA, the back of pavement seat, end of wing wall or end of retaining wall can be established at 3 behind the slope intersection. See Figure 2.3.1-3
For the general case of bridges on wall type abutments or closed abutments, the controlling factors are the required horizontal clearance and the size of the abutment. This situation would most likely occur in an urban setting or where right of way or span length is limited.
G. Pedestrian Crossings Pedestrian crossings follow the same format as highway crossings. Geometric criteria for bicycle and pedestrian facilities are established in the WSDOT Design Manual M 22-01. Width and clearances would be as established there and as confirmed by region. Minimum vertical clearance over a roadway isgiven in the WSDOT Design Manual M 22-01. Unique items to be addressed with pedestrian facilities include ADA requirements, the railing to be used, handrail requirements, overhead enclosure requirements, andprofile grade requirements for ramps and stairs. H. Bridge Redundancy Design bridges to minimize the risk of catastrophic collapse by using redundant supporting elements (columns and girders). For substructure design use: One column minimum for roadways 40 wide and under. Two columns minimum for roadways over 40 to 60. Three columns minimum for roadways over 60. Collision protection or design for collision loads for piers with one or two columns. For superstructure design use: Three girders (webs) minimum for roadways 32 and under. Four girders (webs) minimum for roadways over 32. See Appendix 2.3-A2-1 for details. Note: Any deviation from the above guidelines shall have a written approval by the Bridge Design Engineer.
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B. Criteria The initial Preliminary Plan shall be prepared in accordance with the criteria of this section to apply uniformly to all railroads. Variance from these criteria will be negotiated with the railroad, when necessary, after a Preliminary Plan has been provided for their review. C. Bridge Width For highway over railway grade separations the provisions of Section2.3.1 pertaining to bridge width of highway crossings shall apply. Details for railway over highway grade separations will depend on the specific project and the railroad involved. D. Horizontal Clearances For railway over highway grade separations, undercrossings, the provisions of Section 2.3.1 pertaining to horizontal clearances for highway crossings shall apply. However, because of the heavy live loading of railroad spans, it is advantageous to reduce the span lengths as much as possible. For railroad undercrossings skewed to the roadway, piers may be placed up to the outside edge of standard shoulders (or 8 minimum) if certain conditions are met (known future roadway width requirements, structural requirements, satisfactory aesthetics, satisfactory sight distance, barrier protection requirements, etc.). For railroad overcrossings, minimum horizontal clearances are as noted below:
Railroad Alone Fill Section Cut Section 14 16
Horizontal clearance shall be measured from the center of the outside track to the face of pier. When the track is on a curve, the minimum horizontal clearance shall be increased at the rate of 1 for each degree of curvature. An additional 8 of clearance for off-track equipment shall only be provided when specifically requested by the railroad. The actual minimum horizontal clearances shall be shown in the Plan view of the Preliminary Plan (tothe nearest 0.1 foot).
E. Crash Walls Crash walls, when required, shall be designed to conform to the criteria of the AREMA Manual. To determine when crash walls are required, consult the following: Union Pacific Railroad, Guidelines for Design of Highway Separation Structures over Railroad (Overhead Grade Separation) AREMA Manual WSDOT Railroad Liaison Engineer the Railroad
F. Vertical Clearances For railway over highway grade separations, the provisions of Section2.3.1 pertaining to vertical clearances of highway crossings shall apply. For highway over railway grade separations, the minimum vertical clearance shall satisfy the requirements of the WSDOTDesignManual M 22-01. The actual minimum vertical clearances shall be shown on the Preliminary Plan (to the nearest 0.1foot). The approximate location ofthe minimum vertical clearance is noted in the upper left margin ofthe plan.
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G. Determination of Bridge Length For railway over highway grade separations, the provisions of Section 2.3.1 pertaining to the determination of bridge length shall apply. For highway over railway grade separations, the minimum bridge length shall satisfy the minimum horizontal clearance requirements. The minimum bridge length shall generally satisfy the requirements of Figure 2.3.2-1.
H. Special Considerations For highway over railway grade separations, the top of footings for bridge piers or retaining walls adjacent to railroad tracks shall be 2 or more below the elevation of the top of tie and shall not have less than 2 of cover from the finished ground. The footing face shall not be closer than 10 to the center of the track. Any cofferdams, footings, excavation, etc., encroaching within 10 of the center of the track requires the approval of the railroad. I. Construction Openings For railroad clearances, see WSDOT Design Manual M 22-01. The minimum horizontal construction opening is 9 to either side of the centerline of track. The minimum vertical construction opening is 23-6 above the top of rail at 6 offset from the centerline of track. Falsework openings shall be checked to verify that enough space is available for falsework beams to span the required horizontal distances and still provide the minimum vertical falsework clearance. Minimum vertical openings of less than 23-6 shall be coordinated with the HQ Railroad LiaisonEngineer.
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Floodway vertical clearance will need to be discussed with the Hydraulics Branch. In accordance with the flood history, nature of the site, character of drift, and other factors, they will determine a minimum vertical clearance for the 100-year flood. The roadway profile and the bridge superstructure depth must accommodate this. The actual minimum vertical clearance to the 100-year flood shall be shown (to the nearest 0.1 foot) on the Preliminary Plan, and the approximate location of the minimum vertical clearance shall be noted in the upper left margin of the plan.
D. End Slopes The type and rate of end slopes for water crossings is similar to that for highway crossings. Soil conditions and stability, fill height, location of toe of fill, existing channel conditions, flood and scour potential, and environmental concerns are allimportant. As with highway crossings, the Region, and Materials Laboratory Geotechnical Services Branch will make preliminary recommendations as to the type and rate of end slope. The Hydraulics Branch will also review the Regions recommendation for slope protection.
E. Determination of Bridge Length Determining the overall length of a water crossing is not as simple and straightforward as for a highway crossing. Floodway requirements and environmental factors have a significant impact on where piers and fill can be placed. If a water crossing is required to satisfy floodway and environmental concerns, it will be known by the time the Preliminary Plan has been started. Environmental studies and the Design Report prepared by the region will document any restrictions on fill placement, pier arrangement, and overall floodway clearance. The Hydraulics Branch will need to review the size, shape, and alignment of all bridge piers in the floodway and the subsequent effect they will have on the base flood elevation. The overall bridge length may need to be increased depending on the span arrangement selected and the change in the flood backwater, or justification will need to bedocumented.
F. Scour The Hydraulics Branch will indicate the anticipated depth of scour at the bridge piers. They will recommend pier shapes to best streamline flow and reduce the scour forces. They will also recommend measures to protect the piers from scour activity or accumulation of drift (use of deep foundations, minimum cover to top of footing, riprap, pier alignment to stream flow, closure walls between pier columns, etc.). G. Pier Protection For bridges over navigable channels, piers adjacent to the channel may require pier protection such as fenders or pile dolphins. The Coast Guard will determine whether pier protection is required. This determination is based on the horizontal clearance provided for the navigation channel and the type of navigation traffic using the channel. H. Construction Access and Time Restrictions Water crossings will typically have some sort of construction restrictions associated with them. These must be considered during preliminary plan preparation. The time period that the Contractor will be allowed to do work within the waterway may be restricted by regulations administered by various agencies. Depending on the time limitations, a bridge with fewer piers or faster pier construction may be more advantageous even if more expensive. Contractor access to the water may also be restricted. Shore areas supporting certain plant species are sometimes classified as wetlands. A work trestle may be necessary in order to work in or gain access through such areas. Work trestles may also be necessary for bridge removal as well as new bridge construction. Work trestle feasibility, location, staging, deck area and approximate number of piles, and estimated cost need to be determined to inform the Region as part of the bridge preliminary plan.
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B. Falsework Spans > 36 or Spans with Skews or Limited Falsework Depth While the falsework or construction openings are measured normal to the alignment which the falsework spans, the falsework span is measured parallel to the bridge alignment. The Preliminary Plan designer shall perform preliminary design of the falsework sufficiently to determine its geometric and structural feasibility. Shallow, heavy, close-spaced wide-flange steel beams may be required to meet the span requirements within the available depth. The preliminary design shall be based on design guides in the Standard Specifications 6-02.3(17). Beams shall be designed parallel to the longitudinal axis of the bridge. The falsework span deflection shall be limited according to the Standard Specifications 6-02.3(17)B: generally span/360 for a single concrete placement, such as a slab, and span/500 for successive concrete placement forming a composite structure. This limits the stresses in the new structure from the construction and concrete placement sequences. Beam sizes shall be shown in the final plans (and in the Preliminary Plans as required) with the Contractor having the option of submitting an alternate design. The designer shall verify availability of the beam sizes shown in the plans.
C. Bridge Widenings For bridge widenings where the available depth for the falsework is fixed, designers shall design falsework using shallower and heavier steel beams to fit within the available depth. Beam sizes and details shall be shown in the final plans (and in the Preliminary Plans as required) with the Contractor having the option of using an alternate design. The designer shall verify availability of the beam sizes shown in the plans. In some cases it may be appropriate to consider a shallower superstructure widening, but with similar stiffness, in order to accommodate the falsework and vertical clearance.
D. Bridge with Skews Falsework beams shall be laid out and designed for spans parallel to the bridge centerline or perpendicular to the main axis of bending. The centerline of falsework beams shall be located within 2 of the bridge girder stems and preferably directly under the stems or webs in accordance with the WSDOT Standard Specifications M 41-10, Section 6-02.3(17)E. Falsework beams placed normal to the skew or splayed complicate camber calculations and shall be avoided.
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Chapter 2
Figure 2.3.11-1
Limits of Under Bridge Inspection Truck B. Safety Cables Safety cables strung on steel plate girders or trusses allow for walking access. Care must be given to the application and location. Built-up plate girder bridges are detailed with a safety cable for inspectors walking the bottom flange. However, when the girders become more than 8 deep, the inspection of the top flange and top lateral connections becomes difficult to access. It is not feasible for the inspectors to stand on the bottom flanges when the girders are less than 5 deep. On large trusses, large gusset plates (3 or more wide) are difficult to circumvent. Tie-off cables are best located on the interior side of the exterior girder of the bridge except at large gusset plates. At these locations, cables or lanyard anchors should be placed on the inside face of the truss so inspectors can utilize bottom lateral gusset plates to stand on while traversing around the main truss gussetplates.
Page 2.3-10
Chapter 2
Preliminary Design
C. Travelers Under bridge travelers, placed on rails that remain permanently on the bridge, can be considered on large steel structures. This is an expensive option, but it should be evaluated for large bridges with high ADT because access to the bridge would be limited by traffic windows that specify when a lane can be closed. Some bridges are restricted to weekend UBIT inspection forthisreason. D. Abutment Slopes Slopes in front of abutments shall provide enough overhead clearance to the bottom of the superstructure to access bearings for inspection and possible replacement (usually 3minimum). E. Inspection Lighting and Access 1. Reinforced Concrete Box and Post-Tensioned Concrete Box For box girders with less than 4 feet inside clear height, inspection lighting, and access need not be provided. Utilities and/or restrainers will not be permitted inside the girder cell. For box girders with 4 feet or more inside clear height, but less than 6.5 feet, inspection lighting and access shall be provided only if utilities and/or restrainers are provided inside the box girder. For box girders with 6.5 feet or more inside clear height, inspection lighting, and access shall always be provided. 2. Prestessed Concrete Tub Girders Bridge inspection lighting, and access shall not be provided. Utilities and/or restrainers will not be permitted inside the girder. 3. Composite Steel Box Girders All steel box or tub girders shall have inspection lighting and access. Inside clear height shall be 5 feet or greater to provide reasonable inspection access.
Page 2.3-11
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b. Variable Depth Adjust ratios to account for change in relative stiffness of positive and negative momentsections. B. Reinforced Concrete Tee-Beam 1. Application This type of Super Structure is not recommended for new bridges. It could only be used for bridge widening and bridges with tight curvature or unusual geometry. Used for continuous spans 30 to 60. Has been used for longer spans with inclined legpiers. 2. Characteristics Forming and falsework is more complicated than for a concrete slab. Construction time is longer than for a concrete slab.
Page 2.4-1
Preliminary Design
Chapter 2
3. Depth/Span Ratios a. Constant Depth Simple spans Continuous spans 1/13 1/15
b. Variable Depth Adjust ratios to account for change in relative stiffness of positive and negative momentsections. C. Reinforced Concrete Box Girder WSDOT restricts the use of cast-in-place reinforced concrete box girder for bridge superstructure. This type of superstructure may only be used for bridges with tight curvatures orirregular geometry upon Bridge Design Engineer approval. 1. Application This type of super structure is not recommended for new bridges. It could only be used for bridge widening and bridges with tight curvature or unusual geometry. Used for continuous spans 50 to 120. Maximum simple span 100 to limit excessive dead load deflections.
2. Characteristics Forming and falsework is somewhat complicated. Construction time is approximately the same as for a tee-beam. High torsional resistance makes it desirable for curved alignments. 3. Depth/Span Ratios* a. Constant Depth Simple spans Continuous spans 1/18 1/20
b. Variable Depth Adjust ratios to account for change in relative stiffness of positive and negative moment sections. *If the configuration of the exterior web is sloped and curved, a larger depth/span ratio may be necessary.
D. Post-tensioned Concrete Box Girder 1. Application Normally used for continuous spans longer than 120 or simple spans longer than 100. Should be considered for shorter spans if a shallower structure depth is needed. 2. Characteristics Construction time is somewhat longer due to post-tensioning operations. High torsional resistance makes it desirable for curved alignments. 3. Depth/Span Ratios* a. Constant Depth Simple spans Continuous spans At Center of span At Intermediate pier Multi-span structures At Center of span At Intermediate pier 1/20.5 1/25 1/25 1/12.5 1/36 1/18
*If the configuration of the exterior web is sloped and curved, a larger depth/span ratio may be necessary.
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Chapter 2
Preliminary Design
E. Prestressed Concrete Sections 1. Application Local precast fabricators have several standard forms available for precast concrete sections based on the WSDOT standard girder series. These are versatile enough to cover a wide variety ofspanlengths. WSDOT standard girders are: a. WF100G, WF95G, WF83G, WF74G, WF58G, WF50G, WF42G, WF36G, W74G, W58G, W50G, and W42G precast, prestressed concrete I-girders requiring a cast-in-place concrete bridge deck used for spans less than 200. The number (eg. 95) specifies the girder depth ininches. WF95PTG, WF83PTG and WF74PTG post-tensioned, precast segmental I-girders with castin-place concrete bridge deck use for simple span up to 230, and continuous span up to 250 with continuous post-tensioning over the intermediate piers.
b. U**G* and UF**G* precast, prestressed concrete tub girders requiring a cast-in-place concrete bridge deck are used for spans less than 140. U specifies webs without flanges, UF specifies webs with flanges, ** specifies the girder depth ininches, and * specifies the bottom flange width infeet. U**G* girders have been precast as shallow as 26. Post-tensioned, precast, prestressed tub girders with cast-in-place concrete bridge deck are used for simple span up to 160 and continuous span up to 200.
c. W65DG, W53DG, W41DG, and W35DG precast, prestressed concrete decked bulb tee girders requiring an HMA overlay roadway surface used for span less than 150, with the Average Daily Truck limitation of 30,000 or less. d. W62BTG, W38BTG, and W32BTG precast, prestressed concrete bulb tee girders requiring acast-in-place concrete deck for simple spans up to 130. e. 12-inch, 18-inch, 26-inch, 30-inch, and 36-inch precast, prestressed slabs requiring 5 minimum cast-in-place slab used for spans less than 100. f. 26-inch precast, prestressed ribbed girder, deck double tee, used for span less than 60, and double tee members requiring an HMA overlay roadway surface used for span less than 40. 2. Characteristics Superstructure design is quick for pretensioned girders with proven userfriendly software (PGSuper, PGSplice, and QConBridge) Construction details and forming are fairly simple. Construction time is less than for a castinplace bridge. Little or no falsework is required. Falsework over traffic is usually not required; construction time over existing traffic isreduced. Precast girders usually require that the bridge roadway superelevation transitions begin and end at or near piers; location of piers should consider this. The Region may be requested to adjust these transition points ifpossible. Fully reinforced, composite 8 inch cast-in-place deck slabs continuous over interior piers or reinforced 5 inch cast-in-place deck slabs continuous over interior piers have been used withe.and f.
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Chapter 2
F. Composite Steel Plate Girder 1. Application Used for simple spans up to 260 and for continuous spans from 120 to 400. Relatively low dead load when compared to a concrete superstructure makes this bridge type an asset in areas where foundation materials are poor. 2. Characteristics Construction details and forming are fairly simple Construction time is comparatively short. Shipping and erecting of large sections must be reviewed. Cost of maintenance is higher than for concrete bridges. Current cost information should be considered because of changing steel market conditions. 3. Depth/Span Ratios a. Constant Depth Simple spans Continuous spans @ Center of span @ Intermediate pier 1/22 1/25 1/40 1/20
b. Variable Depth
G. Composite Steel Box Girder 1. Use Used for simple spans up to 260 and for continuous spans from 120 to 400. Relatively low dead load when compared to a concrete superstructure makes this bridge type an asset in areas where foundation materials are poor. Inside clear height of less than 5 feet shall not be used because reasonable inspection access cannot be provided.
2. Characteristics Construction details and forming are more difficult than for a steel plate girder. Shipping and erecting of large sections must be reviewed. Current cost information should be considered because of changing steel market conditions. 3. Depth/Span Ratios a. Constant Depth Simple spans Continuous spans At Center of span At Intermediate pier 1/22 1/25 1/40 1/20
b. Variable Depth
Note: Sloping webs are not used on box girders of variable depth.
H. Steel Truss 1. Application Used for simple spans up to 300 and for continuous spans up to 1,200. Used where vertical clearance requirements dictate a shallow superstructure and long spans or where terrain dictates long spans and construction by cantilever method. 2. Characteristics Construction details are numerous and can be complex. Cantilever construction method can facilitate construction over inaccessible areas. Through trusses are discouraged because of the resulting restricted horizontal and vertical clearances for the roadway.
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Preliminary Design
3. Depth/Span Ratios a. Simple spans b. Continuous spans @ Center of span @ Intermediate pier 1/18 1/9 1/6
I. Segmental Concrete Box Girder 1. Application Used for continuous spans from 200 to 700. Used where site dictates long spans and construction by cantilever method. 2. Characteristics Use of travelers for the form apparatus facilitates the cantilever construction method enabling long-span construction without falsework. Precast concrete segments may be used. Tight geometric control is required during construction to ensure proper alignment. 3. Depth/Span Ratios Variable depth At Center of span At Intermediate pier 1/50 1/20
J. Railroad Bridges 1. Use For railway over highway grade separations, most railroad companies prefer simple span steel construction. This is to simplify repair and reconstruction in the event of derailment or some other damage to the structure. 2. Characteristics The heavier loads of the railroad live load require deeper and stiffer members than for highway bridges. Through girders can be used to reduce overall structure depth if the railroad concurs. Piers should be normal to the railroad to eliminate skew loading effects. 3. Depth/Span Ratios Constant depth Simple spans Continuous two span Continuous multi-span 1/12 1/14 1/15
K. Timber 1. Use Generally used for spans under 40. Usually used for detour bridges and other temporary structures. Timber bridges are not recommend for WSDOT Bridges. 2. Characteristics Excellent for short-term duration as for a detour. Simple design and details. 3. Depth/Span Ratios Constant depth Simple span Timber beam Simple span Glulam beam Continuous spans 1/10 1/12 1/14
L. Other Bridge types such as cable-stayed, suspension, arch, tied arch, and floating bridges have special and limited applications. The use of these bridge types is generally dictated by site conditions. Preliminary design studies will generally be done when these types of structures are considered.
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Preliminary Design
B. Retaining Walls For structures at sites where profile, right of way, and alignment dictate the use of high exposed walltype abutments for the end piers, retaining walls that flank the approach roadway can be used to retain the roadway fill and reduce the overall structure length. Stepped walls are often used to break up the height, and allow for landscape planting. A curtain wall runs between the bridge abutment and the heel of the abutment footing. In this way, the joint in the retaining wall stem can coincide with the joint between the abutment footing and the retaining wall footing. This simplifies design and provides a convenient breaking point between design responsibilities if the retaining walls happen to be the responsibility of the Region. The length shown for the curtain wall dimension is an estimated dimension based on experience and preliminary foundation assumptions. Itcan be revised under design to satisfy the intent of having the wall joint coincide with the end of the abutmentfooting. C. Slope Protection The Region is responsible for making initial recommendations regarding slope protection. Itshould be compatible with the site and should match what has been used at other bridges in thevicinity. The type selected shall be shown on the Preliminary Plan. It shall be noted on the Not Included in Bridge Quantities list. D. Noise Walls Approval of the State Bridge and Structures Architect is required for the final selection of noise wall appearance, finish, materials and configuration.
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2.5.5 Superstructure
The horizontal elements of the bridge are perhaps the strongest features. The sizing of the structure depth based on the span/depth ratios in Section2.4.1, will generally produce a balanced relationship. Designs rising to the level of "Art" shall be subject to the procedures outlined in the WSDOT Design Manual M22-01. Haunches or rounding of girders at the piers can enhance the structures appearance. The use of such features should be kept within reason considering fabrication of materials and construction of formwork. The amount of haunch should be carefully reviewed for overall balance from the primary viewing perspective. Haunches are not limited to cast-in-place superstructures, but may be used in special cases on precast, prestressed I girders. They require job-specific forms which increase cost, and standard design software is not directly applicable. The slab overhang dimension should approach that used for the structure depth. This dimension should be balanced between what looks good for aesthetics and what is possible with a reasonable slab thickness andreinforcement. For box girders, the exterior webs can be sloped, but vertical webs arepreferred. The amount of slope should not exceed l: l for structural reasons, and should be limited to 4:1 if sloped webs are desired. Sloped webs should only be used in locations of high aesthetic impact. When using precast, prestressed girders, all spans shall be the same series, unless approved otherwise by the Bridge and Structures Engineer.
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Preliminary Design
2.6 Miscellaneous
2.6.1 Structure Costs
See Section 12.3 for preparing cost estimates for preliminary bridgedesign.
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C. Superstructure Concrete Slab: 7 inch minimum thickness, with the top and bottom mat being epoxy coated steel reinforcing bars. Prestressed Girders: Girder spacing will vary depending on roadway width and span length. The slab overhang dimension is approximately half of the girder spacing. Girder spacing typically ranges between 6 and 12. Intermediate Diaphragms: Locate at the midspan for girders up to 80 long. Locate at third points for girders between 80 and 150 long and at quarter points for spans over 150. End Diaphragms: End Wall on Girder type. Traffic Barrier: F-shape or Single-sloped barrier. Fixed Diaphragm at Inter. Piers: Full or partial width of crossbeam between girders and outside of the exterior girders. Hinged Diaphragm at Inter. Piers: Partial width of crossbeam between girders. Sloped curtain panel full width of crossbeam outside of exterior girders, fixed to ends of crossbeam. BP Rail: 36 overall height for pedestrian traffic. 46 overall height for bicycle traffic. Sidewalk: 6-inch height at curb line. Transverse slope of -0.02feet per foot towards the curb line. Sidewalk barrier: Inside face is vertical. Outside face slopes 1:12outward.
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Chapter 2
The following table provides guidance regarding maximum bridge superstructure length beyond which the use of either intermediate expansion joints or modular expansion joints at the ends isrequired.
Superstructure Type Prestressed Girders* PT Spliced Girder ** CIP-PT Box Girders ** Steel Plate Girder Steel Box Girder
*
Maximum Length (Western WA) Maximum Length (Eastern WA) Stub Abutment L-Abutment Stub Abutment L-Abutment Concrete Superstructure 450' 900' 450' 900' 400' 400' 300' 700' *** 400' Steel Superstructure 1000' 300' 800' 400' 400' 700' *** 700' ***
Based upon 0.16" creep shortening per 100' of superstructure length, and 0.12" shrinkage shortening per 100' of superstructure length ** Based upon 0.31" creep shortening per 100' of superstructure length, and 0.19" shrinkage shortening per 100' of superstructure length *** Can be increased to 800' if the joint opening at 64F at time of construction is specified in the expansion joint table to be less than the minimum installation width of 1". This condition is acceptable if the gland is already installed when steel shapes are installed in the blockout. Otherwise (staged construction for example) the gland would need to be installed at temperatures less than 45F.
D. Examples Appendices 2.3-A2-1 and 2.7-A1-1 detail the standard design elements of a standard highwaybridge. The following bridges are good examples of a standard highway bridge. However, they do have some modifications to the standard. SR 17 Undercrossing 395/110 Mullenix Road Overcrossing 16/203E&W Contract 3785 Contract 4143
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2.99 References
1. Federal Highway Administration (FHWA) publication Federal Aid Highway ProgramManual. FHWA Order 5520.1 (dated December 24, 1990) contains the criteria pertaining to Type, Size, and Location studies. Volume 6, Chapter 6, Section 2, Subsection 1, Attachment 1 (Transmittal 425) contains the criteria pertaining to railroad undercrossings and overcrossings.
2. Washington Utilities and Transportation Commission Clearance Rules and Regulations Governing Common Carrier Railroads. 3. American Railway Engineering and Maintenance Association (AREMA) Manual forRailroad Engineering. Note: This manual is used as the basic design and geometric criteria by all railroads. Usethese criteria unless superseded by FHWA or WSDOT criteria. 4. WSDOT Design Manual M22-01. 5. WSDOT Local Agency Guidelines M 36-63. 6. American Association of State Highway and Transportation Officials AASHTO LRFD Bridge Design Specification. 7. The Union Pacific Railroad Guidelines for Design of Highway Separation Structures over Railroad (Overhead Grade Separation)
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Appendix 2.2-A1
Region
Made By
SR
Bridge Name
Bridge Information
Section, Township & Range
Highway Section Structure width between curbs ? Will the structure be widened in a contract subsequent to this contract ? Which side and amount ?
What are expected foundation conditions? When can foundation drilling be accomplished? Is slope protection or riprap required for the bridge end slopes?
Yes
No
N/A
Yes Yes
No No
N/A N/A
Yes Yes
No No
N/A N/A
Are sidewalks to be provided? If Yes, which side and width? Will sidewalks carry bicycle traffic?
Should the additional clearance for off-track railroad maintenance equipment be provided? Can a pier be placed in the median?
No No No
Yes
No
N/A
Will signs or illumination be attached to the structure? Will utility conduits be incorporated in the bridge? What do the bridge barriers transition to?
What are the required falsework or construction opening dimensions ? Are there detour or shoofly bridge requirements? (If Yes, attach drawings) Yes
No No
N/A N/A
Yes
What is the required vertical clearance? What is the available depth for superstructure? Are overlays planned for a contract subsequent to this contract?
Furnish type and location of existing features within the limits of this project, such as retaining walls, sign support structures, utilities, buildings, powerlines, etc.
Yes Yes
No No
N/A N/A
Any other data relative to selection of type, including your recommendations?
Can profile be revised to provide greater or less clearance? If Yes, which line and how much?
Before
Vicinity Map Bridge Site Contour Map
With
After
N/A
Attachments
Specific Roadway sections at bridge site and approved roadway sections Vertical Profile Data Horizontal Curve Data Superelevation Transition Diagrams Tabulated field surveyed and measured stations, offsets, and elevations of existing roadways (See Design Manual M 22-01, Chapter 710) Photographs and video of structure site, adjacent existing structures and surrounding terrain
Page 2.2-A1-1
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Page 2.2-A1-2
Appendix 2.2-A2
SR
Bridge Name
Bridge Information
Section, Township & Range Left of C L Left of C L
Control Section
Project No.
Highway Section Existing roadway width, curb to curb Proposed roadway width, curb to curb
Existing wearing surface (concrete, HMA, HMA w /membrane, MC, epoxy, other) Existing drains to be plugged, modified, moved, other? Proposed overlay (HMA, HMA w /membrame, MC, epoxy) Is bridge rail to be modified? Existing rail type Proposed rail replacement type Will terminal design F be required? Will utilities be placed in the new barrier?
Thickness
Yes
No
Yes Yes
Will the structure be overlayed with or after rail replacement? Condition of existing expansion joints Existing expansion joints watertight?
Yes
No
@ curb line Inch @C L roadway @ curb line Inch Inch
Measure width of existing expansion joint, normal to skew. Estimate structure temperature at time of expansion joint measurement Type of existing expansion joint Describe damage, if any, to existing expansion joints Existing Vertical Clearance Proposed Vertical Clearance (at curb lines of traffic barrier)
Attachments
Video tape of project
Sketch indicating points at which expansion joint width was measured. Photographs of existing expansion joints. Existing deck chloride and delamination data. Roadway deck elevations at curb lines (10-foot spacing)
DOT Form 235-002A EF Revised 5/05
Page 2.2-A2-1
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Page 2.2-A2-2
Appendix 2.2-A3
Bridge Information
SR Bridge Name Section, Township & Range Tributary of Control Section Project No.
Non-Tidal Flow (CFS) WSE (ft) 2-YR 100-YR 500-YR 2-YR 100-YR 500-YR MLLW MHHW
Streambed Material
Fines Sand
Gravel Cobble
Boulder
Attachments
Site Contour Map (See Sect. 710.04 WSDOT Design Manual) Highway Alignment and Profile (refer to base map and profiles) Streambed: Profile and Cross Sections (See Sect. 710.04 WSDOT Design Manual) Photographs Character of Stream Banks (e.g., rock, silt.) / Location of Solid Rock
Other Data Relative to Selection of Type and Design of Bridge, Including your Recommendations (e.g., requirements of riprap, permission of piers in channel.)
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Page 2.2-A3-2
Appendix 2.2-A4
Project __________________ SR______ Prelim. Plan by _____ Check by _____ Date_____ PLAN MISCELLANEOUS ___ Survey Lines and Station Ticks ___ Structure Type ___ Survey Line Intersection Angles ___ Live Loading ___ Survey Line Intersection Stations ___ Undercrossing Alignment Profiles/Elevs. ___ Survey Line Bearings ___ Superelevation Diagrams ___ Roadway and Median Widths ___ Curve Data ___ Lane and Shoulder Widths ___ Riprap Detail ___ Sidewalk Width ___ Plan Approval Block ___ Connection/Widening for Guardrail/Barrier ___ Notes to Region ___ Profile Grade and Pivot Point ___ Names and Signatures ___ Roadway Superelevation Rate (if constant) ___ Not Included in Bridge Quantities List ___ Lane Taper and Channelization Data ___ Inspection and Maintenance Access ___ Traffic Arrows ___ Mileage to Junctions along Mainline ELEVATION ___ Back to Back of Pavement Seats ___ Full Length Reference Elevation Line ___ Span Lengths ___ Existing Ground Line x ft. Rt of ___ Lengths of Walls next to/part of Bridge Survey Line ___ Pier Skew Angle ___ End Slope Rate ___ Bridge Drains, or Inlets off Bridge ___ Slope Protection ___ Existing drainage structures ___ Pier Stations and Grade Elevations ___ Existing utilities Type, Size, and Location ___ Profile Grade Vertical Curves ___ New utilities - Type, Size, and Location ___ BP/Pedestrian Rail ___ Luminaires, Junction Boxes, Conduits ___ Barrier/Wall Face Treatment ___ Bridge mounted Signs and Supports ___ Construction/Falsework Openings ___ Contours ___ Minimum Vertical Clearances ___ Top of Cut, Toe of Fill ___ Water Surface Elevations and Flow Data ___ Bottom of Ditches ___ Riprap ___ Test Holes (if available) ___ Seal Vent Elevation ___ Riprap Limits ___ Datum ___ Stream Flow Arrow ___ Grade elevations shown are equal to ___ R/W Lines and/or Easement Lines ___ For Embankment details at bridge ends... ___ Points of Minimum Vertical Clearance ___ Indicate F, H, or E at abutments and piers ___ Horizontal Clearance ___ Exist. Bridge No. (to be removed, widened) ___ Section, Township, Range ___ City or Town ___ North Arrow ___ SR Number ___ Bearing of Piers, or note if radial
WSDOT Bridge Design Manual M 23-50.06 July 2011 Page 2.2-A4-1
Preliminary Design
Chapter 2
TYPICAL SECTION ___ Bridge Roadway Width ___ Lane and Shoulder Widths ___ Profile Grade and Pivot Point ___ Superelevation Rate ___ Survey Line ___ Overlay Type and Depth ___ Barrier Face Treatment ___ Limits of Pigmented Sealer ___ BP/Pedestrian Rail dimensions ___ Stage Construction, Stage traffic ___ Locations of Temporary Concrete Barrier ___ Closure Pour ___ Structure Depth/Prestressed Girder Type ___ Conduits/Utilities in bridge ___ Substructure Dimensions ___ Bridge Inspection Lighting and Access LEFT MARGIN ___ Job Number ___ Bridge (before/with/after) Approach Fills ___ Structure Depth/Prestressed Girder Type ___ Deck Protective System ___ Coast Guard Permit Status (Requirement for all water crossing) ___ Railroad Agreement Status ___ Points of Minimum Vertical Clearance ___ Cast-in-Place Concrete Strength RIGHT MARGIN ___ Control Section ___ Project Number ___ Region ___ Highway Section ___ SR Number ___ Structure Name
Page 2.2-A4-2
Appendix 2.2-A5
Furnish information on anticipated foundation type, pile or shaft sizes, permanent vs. temporary casing, expected pile or shaft lengths, special excavation, underground water table elevation and the need for seals/cofferdams:
Liquefaction Issues. Indicate potential for liquefaction at the piers, anticipated depth of liquefaction, potential for lateral spread, and the need for soil remediation:
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Appendix 2.3-A1
Page 2.3-A1-1
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Chapter 2
Page 2.3-A1-2
UP TO 32'-0" ROADWAY WITH ROUND COLUMN UP TO 40'-0" ROADWAY WITH OVAL OR RECTANGULAR COLUMN 32'-0" AND UNDER ROADWAY
1 COLUMN MINIMUM
PROVIDE COLLISION PROTECTION OR DESIGN FOR COLLISION LOADS.
3 WEBS MINIMUM
UP TO 60'-0" ROADWAY
2 COLUMNS MINIMUM
PROVIDE COLLISION PROTECTION OR DESIGN FOR COLLISION LOADS.
4 WEBS MINIMUM
SUPERSTRUCTURE DESIGN
DESIGN NOTES:
1. USE THE MINIMUM COLUMNS AND WEBS SHOWN TO MEET REDUNDANCY CRITERIA FOR PREVENTING CATASTROPHIC COLLAPSE OF BRIDGES. 2. DRAWINGS ARE SHOWN FOR CONCRETE BOX GIRDERS BRIDGES, BUT THE COLUMN AND WEB REQUIREMENTS ALSO APPLY TO OTHER BRIDGE TYPES. * 8'-0" MAX. IS PREFFERED FOR EASE OF CONSTRUCTION.
3 COLUMNS MINIMUM
SUBSTRUCTURE DESIGN
M:\BRIDGELIB\BDM\Chapter 2\window files\S23A21.wnd
2.3-A2-1
2.4-A1
STRUCTURE TYPES
HYDAULIC STRUCTURES
SPAN RANGE, FT. 30 60 90 120 150 180 210 240 270 300 330 360 390 420 450 480 510 540 570 600 630 660 690+ THIS CHART IS INTENDED TO SHOW SOME OF THE MANY OPTIONS AVAILABLE FOR BRIDGE CONSTRUCTION AND THE WIDE RANGE OF COSTS ASSOCIATED WITH THEM. THE ACTUAL COST TO BE USED IN ANY COMPARISON FOR A SPECIFIC PROJECT IS VERY SENSITIVE TO THE FACTORS OUTLINED IN SECTION 2.2.3. ANY COMPARISON MADE FOR A PROJECT SHOULD BE DONE UNDER THE GUIDANCE OF THE PRELIMINARY DESIGN UNIT OF THE BRIDGE AND STRUCTURES OFFICE.
REINF. CONCRETE SLAB REINF. CONCRETE TEE BEAM REINF. CONCRETE BOX GIRDER
STRUCTURES FOR CONVENTIONAL SITE CONDITIONS
20 - 60 30 - 60 50 - 120 140 - 200 200 - 700 15 - 100 40 - 160 50 - 180 40 - 140 140 - 230 20 - 70 60 - 400 60 - 400 300 - 1200 10 - 20 14 - 40
90 - 130 90 - 140 180 - 250 200 - 300 250 - 300 100 - 120 100 - 145 130 - 190 160 - 200 150 - 200 140 - 160 150 - 220 200 - 275 250 - 375 120 - 140 120 - 140
POST-TENSIONED CONC. BOX GIRDER SEGMENTAL P.T. BOX GIRDER PRESTRESSED CONC. SLAB PRESTRESSED CONC. DECK BULB TEE PRESTRESSED CONC. GIRDER PRESTRESSED TRAPEZOIDAL TUB GIRDER PRESTRESSED CONCRETE SPLICED GIRDER STEEL ROLLED GIRDER STEEL PLATE GIRDER STEEL BOX GIRDER STEEL TRUSS TIMBER GLULAM TIMBER
CABLE STAY BRIDGE SUSPENSION BRIDGE FLOATING BRIDGE ARCH BRIDGE MOVEABLE SPAN BRIDGE TUNNEL
M:\BRIDGELIB\BDM\Chapter 2\window files\S24A12.wnd M:\BRIDGELIB\BDM\Chapter 2\window
500 - 600 850 - 1200 800 - 1000 400 - 450 1500 - 2000 1500 - 3000
2.4-A1-1
2.7-A1
BRIDGE RAILING TYPE BP TRAFFIC BARRIER CAN BE EITHER SINGLE SLOPE OR F SHAPE.
3'-6" OR 4'-6"
SIDEWALK BARRIER
7" MIN.
6"
2'-8"
-0.02'/FT.
-0.02'/FT.
-0.02'/FT.
PRESTRESSED GIRDER
INTERMEDIATE DIAPHRAM
7"
2.7-A1-1
2-B-1
Appendix 2-B
US 12
TOE OF FILL EXIST. UTILITY (TO REMAIN) EXIST. LUMINAIRE (TO BE REPLACED) EXIST. BRIDGE LUMINAIRE (TO BE RELOCATED) 15'-5" RETAINING WALL (TYP. @ PIER 2)
6"
128 0
12 8
12 8
45
1281
128 4
1281
4'-5" SHLD
1280
7'-0"
1282
COAST GUARD LIAISON COAST GUARD PERMIT NOT REQ'D PERMIT TARGET DATE
12'-0" LANE
404
1280
405
THRIE BEAM GUARDRAIL CONNECTION TYPE "D" (SEE STD. PLAN C-5) (TYP. AT 4 LOCATIONS)
L LINE
N 155'57" W
12 83
12 8 0
1280
76 12
45
R/W
1282
55 N 14 '12.2" W
BRIDGE WITH APPROACH FILLS PRECAST PRETRESSED SLAB (26" DEEP) DECK PROTECTIVE SYSTEM 3 (EPOXY COATED REBARS) CAST-IN-PLACE CONCRETE STRENGTH SHALL BE 4000 PSI
DT LINE
N 155'57" W
P.I.V.C. L STA. 405+56.00 ELEV. 1286.11
17
TOE OF FILL EXISTING BRIDGE NO. 12/666 (TO BE REPLACED)
18
TOE OF FILL RETAINING WALL C ~ MATCH FLOOD WALL BY CORPS OF ENGINEERS 2 ~ 2" CONDUIT FOR FULL LENGTH OF BRIDGE BARRIER (TYP. BOTH SIDES)
EXISTING FENCE (TO BE REMOVED AND REPLACED) EXIST. UTILITY POLE (TO BE RELOCATED BY OTHERS) NOTE: RETAINING WALLS AT PIER 2 TO BE CONSTRUCTED AFTER REMOVAL OF DETOUR BRIDGE AND TEMP. SHORING
PLAN
BEARING OF ALL PIERS ARE NORMAL TO L LINE DETOUR BRIDGE NOT SHOWN NORMAL HIGH WATER W.S. ELEV. 1276.50 100 YR. M.R.I. Q= 2000 CFS W.S. ELEV. 1281.88
LEGEND
LIGHT POLE - EXISTING
-0.7893 %
-2.1312 %
120.0' V.C.
UTILITY POLE - EXISTING BRG. PIER 2 L STA. 404+96.50 GR. ELEV. 1286.57 RETAINING WALL B POLE ANCHOR - EXISTING OVERHEAD POWER - EXISTING OVERHEAD TELEPHONE - EXISTING BURIED TELEPHONE - EXISTING OVERHEAD CABLE TV - EXISTING
L LINE PROFILE
H
2 OVERHEAD UTILITIES - EXISTING TIMBER LIGHT STD. - EXISTING H GUARDRAIL - EXISTING 1.95' MIN. VERT. CLR.
DATUM
NAVD 1988 EXISTING GROUND LINE 17.0' RIGHT OF L LINE 2:1 MAX. SLOPE
ELEVATION
GRADE ELEVATIONS SHOWN ARE FINISH GRADES AT TOP OF 3" ACP OVERLAY ON L LINE AND ARE EQUAL TO PROFILE GRADE.
C.S. 3601 ~ PROJ. NO. XL1295 ~ SOUTH CENTRAL REGION ~ US 12 ~ MP 357.04 CITY OF WAITSBURG ~ COPPEI CREEK BRIDGE NO. 12/666 REPLACEMENT
12'-0" LANE
1276
1276
1280
4'-5" SHLD
I COPPE CREEK
2-B-1
2-B-2
1276
404
1280
405
TEMP. SHORING
L LINE
N 155'57" W PROFILE GRADE & PIVOT POINT
TEMP. SHORING
1280
2'-0" SHY
R/W
+0.02'/FT -0.02'/FT SLOPE SLOPE 6'-0" 6'-0"
128 3
76 12
1282
55 N 14 '12.2" W
COAST GUARD LIAISON COAST GUARD PERMIT NOT REQ'D PERMIT TARGET DATE
16'-0" ROADWAY
N 155'57" W EXIST. UTILITY POLE (TO BE RELOCATED BY OTHERS) DT STA. 18+58.17 A.P. = L STA. 405+56.93 (33.0' RT.)
RETAINING WALL C (TO BE CONSTRUCTED AFTER THE REMOVAL OF THE DETOUR BRIDGE)
PLAN
BEARING OF PIERS IS N 7004'03" E
LEGEND
LIGHT POLE - EXISTING UTILITY POLE - EXISTING
POLE ANCHOR - EXISTING OVERHEAD POWER - EXISTING OVERHEAD TELEPHONE - EXISTING BURIED TELEPHONE - EXISTING OVERHEAD CABLE TV - EXISTING 2 OVERHEAD UTILITIES - EXISTING TIMBER LIGHT STD. - EXISTING GUARDRAIL - EXISTING
DT LINE PROFILE
H EXISTING GROUND LINE 12.0' RT. OF DETOUR LINE 2:1 MAX. SLOPE (TYP.)
DATUM
NAVD 1988
ELEVATION
GRADE ELEVATIONS SHOWN ARE FINISH GRADES AT TOP OF 0.15' ACP OVERLAY ON DT LINE AND ARE EQUAL TO PROFILE GRADE.
BRIDGE WITH APPROACH FILLS DETOUR BRIDGE W 33X118 GIRDERS STEEL STRINGER WITH GLULAM DECK
12'-0" LANE
17
18
DT LINE
2'-0" SHY
128 2
1283
1282
127 7
0 128
12 77
80 12
2-B-2
2-B-3
32'-11" ROADWAY
4'-5" SHLD.
12'-0" LANE
12'-0" LANE
4'-5" SHLD.
16'-0" ROADWAY
2'-0" SHY
12'-0" LANE
2'-0" SHY
4'-6" (TYP.)
5" MIN. CAST-IN-PLACE SLAB WITH EPOXY COATED REINFORCING PROFILE GRADE & PIVOT POINT
2'-8" (TYP.)
-0.02'/FT
-0.02'/FT
4" CONDUIT
+0.02'/FT
4'-0" (TYP.)
C.S. 3601 ~ PROJ. NO. XL1295 ~ SOUTH CENTRAL REGION ~ US 12 ~ MP 357.04 CITY OF WAITSBURG ~ COPPEI CREEK BRIDGE NO. 12/666 REPLACEMENT
16'-5"
16'-5"
2-B-3
2-B-4
PT. OF MIN. VERT. CLR: NE 129TH STA. 9+91.32 (23.0' LT.) = L STA. 360+57.63 (2.51 LT.) NE 129TH STA. 10+84.27 (23.0' LT.) = L STA. 360+34.10 (87.4'' RT.)
CURVE DATA
P.I. STATION L 347+80.00 RADIUS TANGENT 1567.03' LENGTH 3020.17' BK. TANGENT BRG. N 2144'52'' E 3742'00'' LT. 4590.00'
PT. OF MIN. VERT. CLR. TOP OF CUT EXISTING FENCE (TO BE REMOVED)
NOTE: EXIST. STORM DRAIN PIPE, MANHOLES AND CATCH BASINS, TO BE ABANDONED UNLESS OTHERWISE NOTED.
SR 5
NE 129TH STA. 11+59.73 = McD STA. 10+00 NE 129TH STA. 11+97.96 = TRP STA. 10+00
134TH A STA. 10+00 = L-LINE STA. 362+76.18 (55.5' LT.) EXISTING OVERHEAD POWER LINE (TO REMAIN) CATCH BASIN TYPE 1 SEE STD. PLAN B-1 (TYP. 4 LOCATIONS) RETAINING WALL #12
175'-3" BK. TO BK. OF PAV'T SEATS 80'-0" TOP OF FILL PT. OF MIN. VERT. CLR. 95'-3" EXIST. BR. NO. 5/23 (TO BE REMOVED)
6'-6" SDWK.
T.H. NO. 5U
R/W
# 2 ~ 2" CONDUITS IN BARRIER FOR FULL LENGTH OF BRIDGE, CURTAIN WALLS AND RETAINING WALLS (TYP.)
R/W
-1:100
NE 129TH LINE
S 8848'18'' E 7520'57''
11
++
40'-0" ROADWAY
EXIST. STORM SEWER LINE (TO REMAIN) EXIST. WATER LINE (TO BE REMOVED) EXIST. GAS LINE (TO BE REMOVED) 8" GAS LINE
BRIDGE WITH APPROACH FILLS 4'-3" DEEP CONCRETE BOX GIRDER SUPERSTRUCTURE DECK PROTECTIVE SYSTEM 1 (EPOXY COATED REBARS) CAST-IN-PLACE CONCRETE SHALL BE CLASS 4000
H-6-97
##
H-8-97
S 01 37' 24'' W
-1:100
6'-6" SDWK.
TRP LINE
8'-0" SHLD.
PROFILE GRADE & PIVOT POINT EXISTING PILE CAP (TO BE REMOVED)
R/W
###
*** TOP OF CUT 36'-3" RETAINING WALL #10 TYPE 1 GUARDRAIL TRANSITION WITH D CONNECTION BK. OF PAV'T SEAT PIER 1 NE 129TH STA. 9+20.00 GR. ELEV. 212.78 BRIDGE RAILING TYPE CHAIN LINK FENCE
NE 129TH STA. 10+00.00 (P.O.T.) = . " SH L STA. 360+33.14 (P.O.C.) 12'-0 AR. '-0" V 0" 12 E LANE " 12'N 12'-0 LANE LA " LANE 10'-0 . S H LD
" 13'-0 '-0" 0" 12 E LANE N " 12'A 0 L '" 12 NE 12'-0 LANE LA S H. LANE VAR. GORE
VAR.
8'-0" . S HL D
EXIST. TELEPHONE LINE (TO BE REMOVED) ++ 12" DUCTILE CAST IRON WATER PIPE
EXIST. SANITARY SEWER LINE TO BE RELOCATED EXIST. PILE CAP (TO REMAIN)
BEARING OF ALL PIERS N 1327'21" W PIER 2 NE 129TH STA. 10+00 GR. ELEV. 211.93 PIGMENTED SEALER ## ### BK. OF PAV'T SEAT PIER 3 NE 129TH STA. 10+95.25 GR. ELEV. 209.43
PLAN
TOP OF CUT
*** EXISTING FENCE (TO BE REMOVED) ** FRACTURED FIN FINISH W/PIGMENTED SEALER (TYP.) 4 ~ 4" TELEPHONE CONDUITS ## BRIDGE-MOUNTED LIGHTED SIGN (16' H X 10' V) BRIDGE-MOUNTED LIGHTED SIGN (20' H X 10' V)
+0.5357 %
-5.8696 %
360' V.C.
E 1:2 MAX. SLOPE (TYP.) CONC. BARRIER TYPE 4 REFERENCE LINE ELEVATION 170.00 ** 22.18' MIN. VERT. CLR.
CONC. BARRIER TYPE 4 W/TRANSITION SECTION (SEE STD. PLAN C-8a) 16.97' MIN. VERT. CLR.
### E
L LINE
04/01 01/01
DATUM
N.A.V.D. OF 1988
ELEVATION
GRADE ELEVATIONS SHOWN ARE FINISH GRADES AT TOP OF ROADWAY SLAB ON NE 129TH LINE AND ARE EQUAL TO PROFILE GRADE. SEE STD. PLAN H-9 FOR EMBANKMENT DETAILS AT SOUTHWEST END OF BRIDGE.
Mike Clark
C.S. 0602 ~ PROJ. NO. OL2687C ~ SOUTHWEST REGION ~ SALMON CREEK TO SR 205 ~ SR 5 ~ NE 129TH ST. BR. NO. 5/23 REPLACEMENT
R OUVE A NC TO V MILES 6
N 13
N 17
361
6'' N 0445'1
L - L IN
McD LINEW
8'-0" SHLD.
200
200
190
360
200
190
190
2-B-4
2-B-5
14.76' MIN.
2'-0"
TEMPORARY CONCRETE BARRIER (TYP) 40' ROADWAY BRIDGE RAILING TYPE CHAIN LINK FENCE (TYP) 6'-6" SDWK. 8'-0" SHLD.
FALSEWORK OPENING
NE 129TH LINE 12'-0" LANE 12'-0" LANE 8'-0" SHLD. 6'-6" SDWK. LIMIT OF PIGMENTED SEALER (TYP)
-0.01'/FT
-0.01'/FT
7 1
INCLUDE ALL EXPOSED CONCRETE SURFACES
(TYP)
3'-4" (TYP)
25 1 (TYP)
FUTURE 8" RGS PIPE (TYP. ONLY BLOCKOUTS AND HANGER INSERTS ARE PROVIDED IN THIS CONTRACT)
SECTION
B
M:\BRIDGELIB\BDM\Chapter 2\window files\S2B5.wnd
TYPICAL SECTION
VIEW
PRELIMINARY PLAN
Fri Sep 03 14:07:24 2010
C.S. 0602 ~ PROJ. NO. OL2687C ~ SOUTHWEST REGION ~ SALMON CREEK TO SR 205 ~ SR 5 ~ NE 129TH ST. BR. NO. 5/23 REPLACEMENT
2'-8" (TYP.)
7'-2" (TYP.)
2"
IER P
2-B-5
C.S. 0602 ~ PROJ. NO. OL2687 ~ SOUTHWEST REGION ~ SALMON CREEK TO SR 205 ~ SR 5 ~ NE 129TH ST. BR. NO. 5/23 REPLACEMENT
2-B-6
2-B-6
5 7202 3 OF 3
NORTHBOUND
+0.5700%
L LINE NB PROFILE
L STA. 362+20 ELEV. 185.69
L STA. 370+41.36
SOUTHBOUND
+0.4920%
L-LINE SB PROFILE
L STA. 363+00 ELEV. 186.48
L STA. 370+41.36
PRELIMINARY PLAN
2-B-7
POINT OF MINIMUM VERTICAL CLEARANCE: A22 STA. 80+51.6 (67.4' LT) = A22 STA. 80+89.0 (67.0' LT) = T1 STA. 9+51.0 () BP2 STA. 147+53.0 (8.0' RT)
CURVE DATA
P.I. STATION T1 10+51.02 BP2 146+85.44 BP2 147+99.54 BP2 148+39.16 2900'00" LT. 10123'40" LT. 0743'32" LT. 0113'18" LT. RADIUS 800.00' 125.00' 200.00' 550.00' TANGENT 206.90' 152.71' 13.50' 5.86' LENGTH 404.92' 221.21' 26.97' 11.73' TOE OF FILL BK. TANGENT BRG. N 2033'04" E S 6609'27" E N 1226'53" E N 0443'22" E
1'-6
4'-6" 5'-6"
11' LN.
SR 16
1'-6
"
* CONNECTION TO CONC. SINGLE SLOPE BARRIER (TYP.) ** EXISTING DRAINAGE (TO BE REMOVED)
2 ~ 2" CONDUIT FOR FULL LENGTH OF BRIDGE BARRIER (TYP.) 20'-0" WINGWALL (TYP.)
315
T1 LINE
30 5
**
-0.02'/FT SLOPE
BP2 LINE
**
2 95
GRATE INLET
75
-0.01'/FT SLOPE
A22 LINE
310
N 8923'45" W
80
315
TO SR 163 JCT. 2.0 MILES SINGLE SLOPE MEDIAN BARRIER BARRIER TRANSITION (TYP.)
EXIST. BRIDGE APPROACH SLAB (TO BE REMOVED) BRIDGE APPROACH SLAB (TYP.) 138'-0" MEASURED ALONG PROFILE GRADE LINE
BRIDGE WITH APPROACH FILLS W74G P.C. GIRDERS "A" DIMENSION = 11" (PRELIMINARY ~ NOT FOR DESIGN) CAST-IN-PLACE CONC. SHALL BE 4000 PSI DECK PROTECTIVE SYSTEM 1 (EPOXY COATED REBARS)
FIELD MEASURED BEARINGS PIER 1 2 3 4 5 BEARING N 1305'04" W N 1312'10" W N 0146'13" W N 1018'06" E N 1023'00" E
BK. OF PAV'T. SEAT PIER 1 A22 STA. 76+06.29 GR. ELEV. 344.39
-0.4446 %
60.00' V.C.
+0.6116 %
+0.3923 %
+0.3923 %
-1.2804 %
331.50' V.C.
550.00' V.C.
MATCH EXISTING SLOPE 2:1 MAX. SLOPE EXIST. GROUND LINE 1' LT. OF A22 LINE
EB PROFILE GRADE
PLAN APPROVED BY:
BRIDGE AND STRUCTURES ENGINEER PROJECT DEVELOPMENT ENGINEER
DATUM
NAVD 1988
NOTE:
LOADING : HS-25 OR P.C. GIRDERS (W74G) WIDENING TWO 24 K AXLES CONTINUOUS FOR LIVE LOAD @ 4' CTR'S
325 330
315
315
5 30
-1.9989 %
C.S. 2704 ~ PROJ. NO. XL1200 ~ OLYMPIC REGION ~ SR 16 ~ UNION AVE. TO PEARL ST. ~ SNAKE LAKE NORTH BRIDGE NO. 16/20W WIDENING
2'-0" ON BRIDGE
24'-0"
10
315
335 340
31 0
315
320
330
330
32 0
14 7
0 30
33 5 340
5 30 310 315
30 0
32 5
325 330
305
320
315
30 0
30 0
2-B-7
2-B-8
HATCH AREA (TO BE REMOVED ~ TYP.) 68'-0" ULTIMATE ROADWAY
12'-0" LANE
12'-0" LANE
12'-0" LANE
5'-0" MIN.
A22 LINE
2'-0" SHY
##
MIN. M.C. OVERLAY AT EDGE OF EXIST. DECK SCARIFYING EXISTING DECK IS REQUIRED 24'-0"
CLOSURE 1.5" ##
## 1.25" CLOSURE
M.C. OVERLAY
2.25"
APPROX. -0.0218'/FT
1.5"
1.5"
1.5"
1'-4"
W74G P.C. GIRDER (TYP.) 6'-6" 8'-6" EXIST. SERIES 120 GIRDER (TYP.) 15'-0" MEASURED ALONG PIER EXISTING COLUMN 15'-0" MEASURED ALONG PIER EXISTING SHAFT M.C. OVERLAY MAY REQUIRE SLIGHT VARIATION FROM FINISH PROFILE GRADE 8'-6" 6'-6" 4'-0" COLUMN (TYP.)
2
PRELIMINARY PLAN
Fri Sep 03 14:07:31 2010
C.S. 2704 ~ PROJ. NO. XL1200 ~ OLYMPIC REGION ~ SR 16 ~ UNION AVE. TO PEARL ST. ~ SNAKE LAKE NORTH BRIDGE NO. 16/20W WIDENING
2-B-8
2-B-9
2 1
EP
-0.02'/FT
1'-0"
8'-0" SDWK.
57.78 57.77
345.36 345.36
C.S. 2704 ~ PROJ. NO. XL1200 ~ OLYMPIC REGION ~ SR 16 ~ UNION AVE. TO PEARL ST. ~ SNAKE LAKE NORTH BRIDGE NO. 16/20W WIDENING
A22 S TA. 75+98.05 76+00.00 76+07.79 76+10.00 76+20.00 76+30.00 76+40.00 76+50.00 76+60.00 76+70.00 76+80.00 76+90.00 77+00.00 77+10.00 77+20.00 77+30.00 77+40.00 77+50.00 77+60.00 77+70.00 77+80.00 77+90.00 78+00.00 78+10.00 78+20.00 78+30.00 78+40.00 78+50.00 78+60.00 78+70.00 78+80.00 78+90.00 79+00.00 79+10.00 79+20.00 79+30.00 79+40.00 79+50.00 79+60.00 79+70.00 79+80.00 79+90.00 80+00.00 80+10.00 80+20.00 80+30.00 80+40.00 80+50.00 80+60.00 80+70.00 80+80.00 80+90.00 81+00.00 81+10.00 81+17.04 81+20.00 81+23.91
LT. O FFS ET
ELEVATIO N
LT. O FFSET 57.84 57.85 57.87 57.89 57.87 57.85 57.83 57.84 57.85 57.87 57.85 57.84 57.83 57.83 57.84 57.85 57.85 57.82 57.80 57.79 57.80 57.80 57.81 57.82 57.82 57.83 57.84 57.85 57.86 57.86 57.85 57.84 57.84 57.84 57.83 57.83 57.83 57.84 57.84 57.85 57.86 57.86 57.84 57.82 57.80 57.82 57.83 57.85 57.85 57.84 57.84 57.82 57.80
ELEVATIO N 343.56 343.57 343.64 343.70 343.75 343.79 343.84 343.90 343.96 344.02 344.08 344.14 344.20 344.25 344.30 344.35 344.40 344.44 344.48 344.52 344.56 344.60 344.64 344.69 344.74 344.78 344.80 344.82 344.83 344.90 344.96 345.02 345.07 345.11 345.15 345.19 345.23 345.26 345.30 345.32 345.35 345.37 345.39 345.41 345.42 345.42 345.43 345.43 345.42 345.41 345.40 345.38 345.37
17.85 17.85 17.88 17.91 17.92 17.91 17.89 17.89 17.90 17.90 17.90 17.91 17.91 17.91 17.90 17.90 17.89 17.89 17.89 17.89 17.89 17.88 17.88 17.88 17.88 17.89 17.89 17.89 17.88 17.87 17.88 17.88 17.89 17.89 17.90 17.90 17.90 17.90 17.90 17.90 17.90 17.90 17.90 17.91 17.91 17.92 17.92 17.91 17.90 17.90 17.90 17.91 17.91
344.40 344.41 344.45 344.50 344.55 344.61 344.66 344.72 344.77 344.82 344.88 344.93 344.99 345.04 345.09 345.14 345.19 345.24 345.29 345.33 345.38 345.42 345.47 345.51 345.54 345.58 345.62 345.67 345.71 345.76 345.80 345.85 345.90 345.94 345.97 346.01 346.04 346.07 346.09 346.11 346.12 346.13 346.14 346.13 346.12 346.11 346.11 346.13 346.14 346.14 346.13 346.12 346.11
27.21 27.20 27.22 27.24 27.25 27.27 27.28 27.26 27.23 27.20 27.17 27.15 27.15 27.16 27.16
314.73 314.77 314.80 314.83 314.87 314.90 314.93 314.99 315.04 315.10 315.15 315.21 315.26 315.32 315.37
4.93 4.98 4.96 4.93 4.90 4.88 4.85 4.82 4.82 4.84 4.85 4.86 4.88 4.89 4.89
2-B-9
Chapter 3 Loads
3.2 3.3 3.4 3.5 3.6 3.7
Contents
Page
3.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2-1 Load Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3-1 Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4-1 Load Factors and Load Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-1 3.5.1 Load Factors for Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-2 Loads and Load Factors for Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6-1 Load Factors for Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1 3.7.1 Post-tensioning Effects from Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1 3.7.2 Secondary Forces from Post-tensioning, PS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1 Permanent Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1 3.8.1 Deck Overlay Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1 Live Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.1 Live Load Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.2 Live Load Analysis of Continuous Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.3 Loading for Live Load Deflection Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.4 Distribution to Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9.5 Bridge Load Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11.1 Wind Load to Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11.2 Wind Load to Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11.3 Wind on Noise Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9-1 3.9-1 3.9-1 3.9-1 3.9-1 3.9-3
3.8 3.9
3.10 3.11
Noise Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1 3.12.1 Standard Plan Noise Barrier Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1 Earthquake Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13-1 Earth Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14-1 Force Effects Due to Superimposed Deformations . . . . . . . . . . . . . . . . . . . . . . . 3.15-1 Other Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.1 Buoyancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.2 Collision Force on Bridge Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.3 Collision Force on Traffic Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.4 Force from Stream Current, Floating Ice, and Drift . . . . . . . . . . . . . . . . . . . . . . 3.16.5 Ice Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16.6 Uniform Temperature Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16-1 3.16-1 3.16-1 3.16-1 3.16-1 3.16-1 3.16-1
Page 3-i
Contents
Chapter 3
3.99
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.99-1 Torsional Constants ofCommonSections . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-A1-1 HL-93 Loading for Bridge Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-B1-1
Page 3-ii
Chapter 3
3.1 Scope
Loads
AASHTO Load and Resistance Factor Design (LRFD) Specifications shall be the minimum design criteria used for all bridges except as modified herein.
Page 3.1-1
Chapter 3
Loads
Page 3.1-2
Loads
Chapter 3
3.2 Definitions
The definitions in this section supplement those given in LRFD Section 3. Permanent Loads Loads and forces that are, or are assumed to be, either constant upon completion ofconstruction or varying only over a long time interval. Transient Loads Loads and forces that can vary over a short time interval relative to the lifetime of thestructure.
Page 3.2-1
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Loads
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Loads
Chapter 3
Page 3.3-1
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Loads
Page 3.3-2
Loads
Chapter 3
This equation states that the force effects are multiplied by factors to account for uncertainty in loading, structural ductility, operational importance, and redundancy, must be less than or equal to the available resistance multiplied by factors to account for variability and uncertainty in the materials andconstruction. Use a value of 1.0 for i except for the design of columns when a minimum value of i is appropriate. In such a case, use i = 0.95. Compression members in seismic designs are proportioned and detailed toensure the development of significant and visible inelastic deformations at the extreme event limit states beforefailure. Strength IV load combination shall not be used for foundation design.
Page 3.4-1
Chapter 3
Loads
Page 3.4-2
Loads
Chapter 3
Page 3.5-1
Chapter 3
Loads
Lateral Loading DCmax, DWmax DCmax, DWmax causing shear DCmin, DWmin resisting shear DCmax, DWmax for causingmoments DCmin, DWmin for resistingmoments EVmax DD = varies EHmax
Minimum/Maximum Substructure Load Factors for Strength Limit State In the table above, causing moment and causing shear are taken to be the moment and shear causing axial, uplift, and lateral loading respectively. Resisting is taking to mean those force effects that are diminishing axial capacity, uplift, and lateralloading.
Page 3.5-2
Loads
Chapter 3
Page 3.6-1
Chapter 3
Loads
Page 3.6-2
Loads
Chapter 3
Page 3.7-1
Chapter 3
Loads
Page 3.7-2
Loads
Chapter 3
Permanent Loads
Table 3.81
Page 3.8-1
Chapter 3
Loads
Superstructure Type Deck Protection Systems 1 and 4: Precast concrete, steel I or box girder with cast-inplace slab Precast slabs with cast-in-place slab Reinforced and post-tensioned box beams and slabbridges Mainline Bridges on State Routes Deck Protection Systems 1 and 4: Undercrossing bridge that carries traffic from a city street or county road Bridges with raised sidewalks Deck Protection System 2: Concrete Overlays Deck Protection System 3: HMA Overlays Deck Protection System 5: Segmental bridges Bridge Decks with longitudinal or transverse posttensioning
Table 3.82
Concrete Cover
None
2 HMA
None
None
Varies Varies
None None
None
Bridge Overlay Requirements The effect of the future deck overlay on girders camber, A dimension, creep, and profile grade need not be considered in superstructure design. Deck overlay may be required at the time of original construction for some bridge widening or staged construction projects if ride quality is a major concern.
Page 3.8-2
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Loads
Page 3.9-1
Loads
Chapter 3
B. Concrete Box Girders The load distribution factor for multi-cell cast in place concrete box girders shall be per LRFD Specifications for interior girders from Table 4.6.2.2.2b-1 for bending moment, and Table 4.6.2.2.3a-1 for shear. The live load distribution factor for interior girders shall then be multiplied by the number of webs to obtain the design live load for the entire superstructure. The correction factor for live load distribution for skewed support as specified in Tables 4.6.2.2.2e-1 for bending moment and 4.6.2.2.3c1 for shear shall be considered. Where: Dfi = Live load distribution factor for interior web Nb = Number of webs
DF = Nb x Dfi Live load distribution factor for multi-cell box girder (3.9.4-1)
C. Multiple Presence Factors A reduction factor will be applied in the substructure design for multiple loadings in accordance with AASHTO. D. Distribution to Substructure The number of traffic lanes to be used in the substructure design shall be determined bydividing the entire roadway slab width by 12. No fractional lanes shall be used. Roadway slabwidths of less than 24 feet shall have a maximum of two design lanes. E. Distribution to Crossbeam The HL-93 loading is distributed to the substructure by placing wheel line reactionsina lane configuration that generates the maximum stress in the substructure. Awheel line reaction is of the HL-93 reaction. Live loads are consid eredtoact directly on the substructure without further distribution through the superstructure as illustrated in Figure 3.91. Normally, substructure design will not consider live load torsion or lateral distribution. Sidesway effects may beaccounted for and are generally included in computer generated frame analysisresults.
WHEEL LINE LOADS APPLIED TO SUPERSTRUCTURE
CROSSBEAM
Page 3.9-2
Chapter 3
Loads
For steel and prestressed concrete superstructure where the live load is transferred to substructure through bearings, cross frames or diaphragms, the girder reaction may be used for substructure design. Live load placement is dependent on the member under design. Some examples of live load placement are as follows. The exterior vehicle wheel is placed 2feet from the curb for maximum crossbeam cantilever moment or maximum eccentric foundation moment. For crossbeam design between supports, the HL-93 lanes are placed toobtain the maximum positive moment in the member; then re-located to obtain the maximum shear or negative momentinthe member. For column design, the design lanes are placed to obtain the maximum transverse moment at the top of the column; then re-located to obtain the maximum axialforce of the column.
Page 3.9-3
Loads
Chapter 3
Page 3.9-4
Loads
Chapter 3
Page 3.10-1
Chapter 3
Loads
Page 3.10-2
Loads
Chapter 3
Wind Velocity (mph) 80 mph 4 psf 6 psf 8 psf 90 mph 5 psf 7 psf 10 psf 100 mph 6 psf 9 psf 12 psf
Height of structure, Z, at which wind loads are being calculated as measured from low ground, or water level. 0 - 30 ft. 30 - 40 ft. 40 - 50 ft.
Table 3.112
Wind Velocity (mph) 80 mph 9 psf 12 psf 14 psf 90 mph 12 psf 15 psf 18 psf 100 mph 15 psf 19 psf 22 psf
Chapter 3
Loads
Height of structure, Z, at which wind loads are being calculated as measured from low ground, or water level. 0 - 30 ft. 30 - 40 ft. 40 - 50 ft.
Table 3.113
Wind Velocity (mph) 80 mph 17 psf 19 psf 22 psf 90 mph 21 psf 25 psf 28 psf 100 mph 26 psf 30 psf 34 psf
Height of structure, Z, at which wind loads are being calculated as measured from low ground, or water level. 0 - 30 ft. 30 - 40 ft. 40 - 50 ft.
Table 3.114
Wind Velocity (mph) 80 mph 26 psf 29 psf 31 psf 90 mph 32 psf 36 psf 39 psf 100 mph 40 psf 45 psf 49 psf
Height of structure, Z, at which wind loads are being calculated as measured from low ground, or water level. 0 - 30 ft. 30 - 40 ft. 40 - 50 ft.
Table 3.115
Wind Velocity (mph) 80 mph 39 psf 43 psf 45 psf 90 mph 50 psf 54 psf 57 psf 100 mph 62 psf 67 psf 71 psf
Minimum Wind Pressure for Coastal Terrain (Exposure D) Design Wind Pressure For noise walls with heights greater than 50 ft. or subjected to wind velocities other than 80, 90, or 100mph, the following equations shall be used to determine the minimum design wind pressure to be applied to the wall:
VDZ P = PB V B
Where: P PB VDZ = VB
(3.11.1-1)
= Design wind pressure (psf) = Base wind pressure (psf) Design wind velocity at design elevation (mph) = Base wind velocity (100 mph) at 30.0 ft height
Base Wind Pressure The base wind pressure, PB, shall be taken as 40 psf for walls and other large flat surfaces.
Page 3.11-2
Loads
Chapter 3
(3.11.1-2)
Exposure Categories Large city centers with at least 50% of the buildings having a height in excess of 70 ft. Use of this category shall be limited to those areas for which representative terrain prevails in the upwind direction at least one-half mile. Possible channeling effects of increased velocity pressures due to the bridge or structure's location in the wake of adjacent structures shall be accounted for. Urban and suburban areas, wooded areas, or other terrain with numerous closely spaced obstructions having the size of single-family or larger dwellings. This category shall be limited to those areas for which representative terrain prevails in the upwind direction at least 1,500 ft.
Suburban (B1):
Sparse Suburban (B2): Urban and suburban areas with more open terrain not meeting the requirements of Exposure B1. Open Country (C): Coastal (D): Open terrain with scattered obstructions having heights generally less than 30ft. This category includes flat open country and grasslands. Flat unobstructed areas and water surfaces directly exposed to wind. This category includes large bodies of water, smooth mud flats, salt flats, and unbroken ice.
Friction Velocity A meteorological wind characteristic taken for various upwind surface characteristics(mph).
Condition V0 (mph) City 12.0 Suburbs 10.9 Sparse Suburbs Open Country 9.4 8.2 Coastal 7.0
Wind Velocity at 30.0 ft V30 may be established from: Fastest-mile-of-wind charts available in ASCE 7-88 for various recurrence Site-specific wind surveys, or In the absence of better criterion, the assumption that V30 = VB = 100 mph. Friction Length A meteorological wind characteristic of upstream terrain (ft).
Condition Z0 (ft) City 8.20 Suburbs 3.28 Sparse Suburbs Open Country 0.98 0.23 Coastal 0.025
Page 3.11-3
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Loads
Page 3.11-4
Loads
Chapter 3
8. AASHTO LRFD Bridge design specifications shall be used for the structural design of noise barrierwalls.
Page 3.12-1
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Loads
Noise Barrier Wall on Bridge
Figure 3.12-1
Page 3.12-2
Loads
Chapter 3
Page 3.13-1
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Loads
Page 3.13-2
Loads
Chapter 3
Page 3.14-1
Chapter 3
Loads
Page 3.14-2
Loads
Chapter 3
Page 3.15-1
Chapter 3
Loads
Page 3.15-2
Loads
Chapter 3
Page 3.16-1
Chapter 3
Loads
Page 3.16-2
3.99References
1. AASHTO, LRFD Bridge Design Specifications for Design of Highway Bridges, 6th Edition 2012.
Page 3.99-1
Chapter 3
Loads
Page 3.99-2
Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1 Appendix 3.1-A1
Torsional Constants bt of 3 Common Sections Torsional Constants of Common Sections R = of Common Sections Torsional Constants 33 bt Torsional Constants Common Sections R = of 3 bt 33 Common Sections Torsional Constants of R = bt 3 Common Sections Torsional Constants of bt R = Torsional Constants R= 3 Torsional Constants of Sections 33 Common bt 3 Torsional Constants of Common Sections ofCommonSections R = of 3 Torsional Constants Sections bt 33 Common 3
R( = b bt + d )t R= R = bt 33 3 3 3 )t +3 d R(b = bt 3 R= 3 bt R (= + d )t 33 3 R (b = b +3 d )t R= 3 d )t 3 R = (b +3 R= 3 3 ( b +3 d )t R= (b +3 d )t 3 R = (b + d )t 3 R = (b + 3 3 3 d )t3 3 3 R =2 (b bt +)t dt + 1 d 3 d )t 3 2 R = (b + R= 3 3 2bt133 + dt 2 3 R= 3 2bt133 3 + dt 2 3 R = 2bt1 3 + dt 2 3 2 bt + dt R= 13 2 R= 3 3 2bt13 3 + dt 2 R= 3 3 2bt13 + dt 2 3 3 R = 2bt1 + dt 2 3 R = 2bt 33+ dt 13 2 3 R = 2bt 33 2 2 dt 23 21 tb+ 3d 2bt RR == 1 + dt 2 R = b3 2 d2 d 2tb+ 3 R= 2 2 2tb b+ d2 2d d2 R = 2tb 2 tb d R=2 + R= b b+ 2 d2 2b tb+ d d R= 2 2 2b tb+ d 2d2 2 ( ) 2R tt1= b2 t2 tb d(d t1 ) 2 R= R= 2 b +2d 2 d 2 btb + d bt + dt t2 t12 2 2 1 R = ( ) ( 2tt b t d 1 2tb 2d 2 t1 ) R = R = 2tb b+ d2 2 2 2d ) 2tt b t1 2 (d bt + dt td ttt R = 1( 11) 2 b + d ) ( )2 t+ R = 2tt1 (b 2d 1 b 2 2 ( tt1 ( b dt 1t ) d t t1 R = 2bt + t 12) 2 R = bt + dt1 2 t 2 t1 2 2 ) 2tt b dt 1 t ) (t d t1 bt + 1( 1 R= 2 2 22 ( ) ( ) 2tt b t d t bt 2 t t 1 + dt1 1 1 2 R = 2tt1 ( b t ) (d 2 t12) 2 2 R= 2 bt + dt t(2 tt 1 2) ( ) tt1+ bdt 1t d t 12 bt t 2 1 R = 2tt (b 1 ((d t)2 2 t1 ) 22 1 + dt 4 bt t t ( ) tt b t d t R = 2R 1 1) = 0 . 0982 d 1 1 2 2 R = bt + dt1 t 2 t12 bt + dt1 t 4 t R = 0.0982 d 1 R = 0.0982d 44 R = 0.0982d R = 0.0982d 4 4 4 R =R 0.0982 d2 d144 4 = 0 . 0982 d R = 0.0982 d 2 4d1 4 d R = 0.0982 R =R 0.0982 d2 d14 = 0.0982 d4 R = 0.0982d 4 R = 0.0982d 44 R = 0.0982d
(( (
)) )
Page 2 Page 2 Page 2 Page 2 Page 2 Page 2 Page 2 Page 2 Page 2 Page 2 Page 2 Page 3.1-A1-1
Chapter 3
(d 2t 3 R= .0982 d1 ) R0= 1.0472 3d R = 1.0472t d R = 1.0472t 3 d R = 1.0472t 3 d R = 1.0472t 3 d R = 1.0472t 3 d 34 R= =0 1.1406 0472d t3 d R 4 R= =1 0 .1406 R .0472 td d 4 R = 0.1406d 4 R = 0.1406d R = 0.1406d 4 R = 0.1406d 4 R = 0.1406d 4 R = 0.1406 d 4 b 4 16 b 3 4 b b 4 R ab 3 . 36 1 = 3 16 R = 0 . 1406 d 4 R = ab 3 . 36 1 4 4 3 a 4 12 R 0.1406 d 16 b ba 3= 4 12 a 16 R = ab 33 1 3.36 a b b 44 R = ab 1 12 3.36 b 3 a a 4 16 b 4 3 3.36 b a R = ab 3 1 12 ba 16 3 4 R = ab 1 12a 3 3.36 a 4 4 16 b b 3 3.36 a1 12a 4 R = ab 3 3 b3 4 b 3 16 a b 3 3 a 12a4 3 3 R = ab . 36 1 a b 4 R 3 12 b ba 2 3a 2 =3 R= 3 16 3 4 a + b 2 2 R = ab3 . 36 1 a+ b 16 a 3b 3 b 4 1 12a = 3. R a b R = ab 36 3 2 3 a3 2 3 4 +b b2 12a a 2 a R=a 3 3 a + b R= a b2 R = a2 b 32 2 + a 3 bb a + 3 3 R= 2a b 2 a + b R = 2 3 32 b3 aa+ 3 3b = R ar b R = 2 2 ==a2 RR + r 3t t22 b 2 3 R =a2+ rb t R = 22 r 3t2 3 tb 2d 2 R= =2 2 r 3t R 2 tb d 2 22 R = 2 r t 2 R =2 b +d d tb 2 tb d 3 R b + d R = R= =2 r t 2d b + 3 b + d2 tb R =22 r 2dt 2 R = 2tb d 3 RR == b +rd 2 t b + d R=2 r3 t
4b 2 d 2 R = 4b22 d22 2 2d R = b+ 4 b d 2b 4 b 2dd+ b b+ R =b R= + t2 tb d 2 2 b 1 2 b+ + d+ 4 tb 2d 2 t1 + R= t 4 b d t 11 R = b +t2d tb b + 2d + b +t t t 4 t1 1 a4 R = a4 R = 2a a4b 2aa+ b R R= =2 ta + tb a 4 b 1 2 + ta 4 t1 + R = tt a tt 11 R = 2a b 2a + b t + t1 t t1 r 2 4r r + 2a 22 4r 2 rr + 2a R =4 + rr a 2 +2 4 2 a 2 + r 2 r R = 2a 2 2 2 r + + 2 a r 2 r R 2 = 42 R= ++ r 22 a rrr t tr + a 2 1 + 2 a 2 r 4r 2a t 2 + + t1 + R= 2 t t t r 2 t 1r R = 2a + 1 + + 2 a r 2 r WSDOT Bridge Design + t1 Manual t t t1
2 2 22 2
Loads
Page Page3 3 Page 3 Page 3 Page 3 Page 3 Page 3 Page 3 Page 3 Page 3
Page 3.1-A1-2
Loads
r 1 r +2 4r r22 2a a 4 2 + 2 2 2 = 4r22 R= R rr + 2a + 2 a r 2 r + 2a 4r +2 2a r 2r + 2 + 2 = R t t R = 22 t t r 1 1 + 2 r + 2 rr++ 2 r 4 raa 2 a 2 r + t t 2 2 1 + 2ta R = 4r t 1 2a + 2 r 2r R= + + r 2 2a t r + t1 t t1 2b b22d d22 2 R= = R bb d 2 d 2 b + + 22 b2 dd2 R = R = ttb ttdd bbb + dd 2 + dt2 2 b t b t R = b 2 t dd 2b dd2 b R= + 2 td 2 b t 4 b2 d2 bb d 4 d + = R R= b2 d 2 b t dt b 2 2 b b d 2 d 2+ 4 b + + + 4 b d = tt a 2ttb 2 tt R= R b d 1 2 b d 1 d 22 d b 22+ bb R = bb +a 2 R =a+ b d2+ ct b2 a4 b 2 2 tc b d+ tt R = tt a b 2 11 b + d2 a b +b 4 d+ 2 b d R = t t t cb R = a b R= a ta tb tc a+ b b +c c + tb t dd+ tb +2 + b + ttaa ttbb +ttcc1 t b t d t1
Chapter 3
Multi-Celled Sections Multi-Celled Sections Torsion of two or more cells connect at the walls is a statically indeterminate problem. The Torsion of two or more cells connect at the walls is a statically indeterminate problem. The Multi-Celled Sections 3 Multi-Celled Sections 3 + 3b t 3 3 general method to find the torsional rigidity, R, is as follows: b t 1 2 general of method tomore find the torsional rigidity, R, isis as follows: 1 1 1 indeterminate 2 2 2 Torsion two or cells connect at the walls a statically R = Torsion of two or more cells connect at the walls is a statically indeterminate problem. problem. The The 3 general method to find the torsional rigidity, R, is as follows: general method to find the torsional rigidity, R, is as follows: Multi-Celled Sections Torsion of two or more cells connect at the walls is a statically indeterminate problem. The general method to find the torsional rigidity, R, is as follows:
n WSDOT Bridge Design Manual M 23-50.06 =1 in M July 2011 the Where qi isq Mt = =2 2 q i i shear flow in cell t i i
The equation for equilibrium for n cells is: The equation for equilibrium for n cells is: n n M =equation 2 qi for (1) is: The equilibrium i The for equilibrium for for n n cells cells Mt t equation =2 qi (1)is: i =1 i
1 ii= = 1 inclosing the cell, and Mt is the twisting moment applied to the cell.
(1) i and i is the area enclosed by the center line of the walls (1) i is the area enclosed by the center line of the walls Where qi is the shear flow in cell i and
Page 3.1-A1-3
Chapter 3
Loads
Multi-Celled Sections Torsion of two or more cells connect at the walls is a statically indeterminate problem. The general method to find the torsional rigidity, R, is as follows:
M t = 2 q i i
i =1
(3.1-A1-1)
Where qi is the shear flow in cell i and i is the area enclosed by the center line of the walls inclosing the cell, and Mt is the twisting moment applied to the cell. The equations of consistent deformation are: of consistent deformation are: The equations
The equations of consistent S ji qi deformation + S jj q j + S jkare: q k = 2 j (3.1-A1-2) S q + S q + S q = 2 Where: ji i jj j jk k j 1 S ji = S ji ds t 1 G S ji = S ji ds t 1 G S jj = S jj ds t 1 G ds S = S jj of consistent jj t The equations deformation are: 1 G S jk = S jk ds t S ji qi + S jj q j + S jk 1 q k = 2 j G S jk = S jk ds t 1 G The equations deformation are: ds consistent S ji = S ji of t G is the shear modulus of elasticity Gjj q j + S jk q k = 2 j S ji qi + S The equations of consistent deformation are: ds G1 is G the modulus of elasticity isshear the shear modulus of elasticity S ji is the sum of the length of cell wall, common to cells j and i, divided by its thic ds t 1 S q + S q + S q = 2 S = S ds ji i jj S j jj tds is jk the k sum of the length of cell wall, common to cells j and i, divided by its thickness S jj S is the sum jof the length ji = G ji ji t ds of cell wall, common to cells j and i, divided by its thickness t G S 1 jk t is the sum of the length of cell wall, common to cells j and k, divided by its thi ds 1 ds S = S ds 1 ji ji is of the length of of cell wall, common to cells j and jkand , divided by its thickness Sjk is the thesum sum of the length cell wall, common to cells k, divided by its thickness S jk = = G S jkdstt t S S S jj ds is the sum of the length of cell wall, common to cell j, divided by their respecti jj jj t G t G ds 1 S jj ds is the sum of the length of cell wall, common toj,cell j, divided by their respective t is the sum of the length of cell wall, common to cell divided by their respective thicknesses. S jj ds thicknesses. S jj = 1 t S jk G S G is= the shear modulus of elasticity is the angle of twist in radians t thicknesses. G isjkthe angle of twist in radians ds 1 ds is the angle of twist in radians is the of the length of cell wall, common to cells j and i, divided by its thickness Ssum SS jk ji =t jk t G Equation (2) will yield n equations for n unknown shear flows and can be solved for th ds shear modulus of elasticity GS is the sum of(2) thewill length of cell wall, common to j and k, divided thickness t isjk the Equation yield n equations for nfor unknown shear flows and by can be solvedfor the shear flows q in terms G cells and the angle of twist . its Knowing i i and i the torsional consta ds S is the sum of the length of cell wall, common to cells j and i, divided by its thickness ji t G is the shear modulus of elasticity ds be calculated from: flows q in terms for Gmay and the angle of twist . Knowing and i the torsional constant R respective jj t is the sum iof the length of cell wall, common to cell j, divided iby their S n ds may be of calculated from: Sjk i, divided 2 sum the length of cell wall, common to cells j and k, divided by by its its thickness thickness ji t is the S thicknesses. R= qi i n 2 i =1common ds angle of twist in radians ds is Sjjjkthe isthe the sumof of the length ofcell cellG wall, common to to cell cells and k, divided its thickness R= qi is sum the length of wall, j, jdivided by theirby respective i S tt G i =1 thicknesses. S jj ds is (2) the will sum yield of the of cell common to cell j, divided by respective A simplification of this method is can to assume that thethe interior t Equation nlength equations forwall, n unknown shear flows and betheir solved for shearweb members are not effe is the angle of twist in radians torsion. The torsional constant may beweb approximated by:not simplification this method is to that interior members are thicknesses. flows qi inA terms for G and of the angle of twist .assume Knowing ithe and i the torsional constant R effective in 2 torsion. The torsional constant may be approximated by: 4A is the angle of twist in radians may be calculated from: Page 3.1-A1-4 WSDOT Bridge Design Manual M 23-50.06 Equation (2) will yield n equations = n unknown shear flows and can be solved for the shear July 2011 R for 2 n 4 A 2 Si flows terms for G and the angle of twist . Knowing i and i the torsional constant R R R = qi in qi= i Equation (2) will yield n equations for n unknown shear flows and can be solved for the shear S
Loads
Chapter 3
Equation 3.1-A1-2 will yield n equations for n unknown shear flows and can be solved for the shear flows qi in terms for G and the angle of twist . Knowing i and i the torsional constant R may becalculatedfrom:
R=
2 G
q
i =1 i
(3.1-A1-3)
A simplification of this method is to assume that the interior web members are not effective in torsion. The torsional constant may be approximated by:
R=
4 A2 Si i ti
(3.1-A1-4)
Where: A Is the area enclosed by the centerline of the exterior webs and the top andbottom slabs Si Is the length of side i ti Is the thickness of side i
Page 3.1-A1-5
Chapter 3
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Page 3.1-A1-6
Appendix 3.1-B1
1 Introduction The purpose of this example is to demonstrate a methodology of analyzing a bridge pier for the HL-93 live load. This analysis consists of two plane frame analyzes. The first analysis is a longitudinal analysis of the superstructure. This analysis produces reactions at the intermediate piers, which are applied to a plane frame model of the pier. 2 Bridge Description
100'-0"
140'-0"
Elevation
7 .5" deck with 0 .5" sacraficial depth 32 ft 10 .5" 9'-0" W74G 3 spa @ 8'=0" 40 ft 5'-0" 5'-0"
7 ft
14 ft
7 ft
3 Analysis Goals The purpose of this analysis is to determine the following live load actions in the top and bottom of the column and in the footing: Maximum axial force and corresponding moments Maximum moments and corresponding axial force Maximum shears Additionally the following live load actions will be computed for controlling design points in the cross beam Maximum moment Maximum shear 4 Material Properties Lets begin the analysis by determining the material properties.
Page 3.1-B1-1
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Code Reference
4.1 Girders
.5 E c 33,000w1 c
f c
wc = 0.160 KCF fc = 7 KSI 1.5 E c 33,0000.160 7 5588 KSI 4.2 Slab, Columns and Cross Beam
.5 E c 33,000w1 c
f c
wc = 0.160 KCF fc = 4 KSI 1.5 E c 33,0000.160 4 4224 KSI 5 Section Properties Compute the geometric properties of the girder, columns, and cap beam. 5.1 Girder The composite girder section properties can be obtained from the Section Properties Calculator in QConBridge. A 1254.6in 2 I 1007880in 3 5.2 Column Properties of an individual column can be obtained by simple formula 2 5 ft 12 in d2 ft A 2827in 2 4 4 4 4 5 ft 12 in d ft I 636172in 4 64 64 For longitudinal analysis we need to proportion the column stiffness to match the stiffness of a single girder line. Four girder lines framing into a two column bent produce a rotation and axial deflection under a unit load, the stiffness of the column member in the longitudinal analysis model needs to be 25% of that of the bent to produce the same rotation and deflection under 25% of the load. For longitudinal analysis the section properties of the column member are 2 columns 2827in 2 per column 1413in 2 A 4 girder lines
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NOTE For columns of other shapes, and for skewed bents, the properties of the columns need to be computed in the plane of the longitudinal frame, and the plane of the bent for use in each analysis respectively.
5.3 Cap Beam Cap beam properties can also be obtained by simple formula 2 A w h 5 ft 9 ft 144 in 64935in 2 ft 2
1 1 4 3 w h 3 5 ft 9 ft 20736 in 6283008in 4 ft 4 12 12
6 Longitudinal Analysis The purpose of this analysis, initially, is to determine the maximum live load reactions that will be applied to the bent. After a transverse analysis is performed, the results from this analysis will be scaled by the number of loaded lanes causing maximum responses in the bent and distributed to individual columns.
The longitudinal analysis consists of applying various combinations of design lane and design trucks. The details can be found in LRFD 3.6
6.1 Loading Now comes the tricky part. How do you configure and position the design vehicles to produce maximum reactions? Where do you put the dual truck train, and what headway spacing do you use to maximize the desired force effects? If we look at influence lines for axial force, moment, and shear at the top and bottom of the column, the loading configuration becomes apparent. 6 .1 .1 Influence Lines The figures below are influence lines for axial force, shear, and moment at the top of Pier 2 for a unit load moving along a girder line. The influence lines for the bottom of the pier will be exactly the same, except the moment influence will be different by an amount equal to the shear times the pier height.
3.6
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Axial
0 .20 0 .00 0 -0 .20 -0 .40 -0 .60 -0 .80 -1 .00 -1 .20 50 100 150 200 250 300 350 400
Shear
0 .40 0 .30 0 .20 0 .10 0 .00 -0 .10 -0 .20 -0 .30 -0 .40 -0 .50 -0 .60 0 50 100 150 200 250 300 350 400
Moment
8 .00 6 .00 4 .00 2 .00 0 .00 -2 .00 -4 .00 -6 .00 -8 .00 -10 .00 0 50 100 150 200 250 300 350 400
To achieve the maximum compressive reaction, the lane load needs to be in spans 1 and 2, and the dual truck need to straddle the pier and be as close to each other as possible. That is, the minimum headway spacing of 50 feet will maximize the compressive reaction. Maximum shears and moments occur under two conditions. First, spans 1 and 3 are loaded with the lane load and the dual truck train. The headway spacing that causes the maximum response is in the range of 180 200 feet. Second, span 2 is loaded with the lane load and the dual truck train. The headway spacing is at its minimum value of 50 ft.
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Analytically finding the exact location and headway spacing of the trucks for the extreme force effects is possible, but hardly worth the effort. Structural analysis tools with a moving load generator, such as GTSTRUDL, can be used to quickly determine the maximum force effects.
6.2 Results A longitudinal analysis is performed using GTSTRUDL. The details of this analysis are shown in Appendix A.
The outcome of the longitudinal analysis consists of dual truck train and lane load results. These results need to be combined to produce the complete live load response. The complete response is computed as QLL IM 0.9IM Dual Truck Train Lane Load . The dynamic load allowance (impact factor) is given by the LRFD specifications as 33%. Note that the dynamic load allowance need not be applied to foundation components entirely below ground level. This causes us to combine the dual truck train and lane responses for cross beams and columns differently than for footings, piles, and shafts.
6 .2 .1 Combined Live Load Response The tables below summarize the combined live load response. The controlling load cases are given in parentheses.
3.6.1.3.1
3.6.2.1
Maximum Axial Axial (K/LANE) Dual Truck Train Lane Load LL+IM (Column) LL+IM (Footing) -117.9 (Loading 1014) -89.1 (Loading LS12) -221.3 -186.3
Maximum Moment Top of Pier Moment (K-FT/LANE) Dual Truck Train Lane Load LL+IM (Column) LL+IM (Footing) -582.5 (Loading 1018) -364.2 (Loading LS2) -1025.0 N/A
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Maximum Moment Bottom of Pier Moment (K-FT/LANE) Dual Truck Train Lane Load LL+IM (Column) LL+IM (Footing) Maximum Shear Dual Truck Train Lane Load LL+IM (Column) LL+IM (Footing) 287.7 (Loading 1018) 179.7 (Loading LS2) 506.1 420.7 Shear (K/LANE) 21.8 (Loading 1018) 13.6 (Loading LS2) 38.3 31.9
7 Transverse Analysis Now that we have the maximum lane reactions from the longitudinal girder line analysis, we need to apply these as loads to the bent frame. 7.1 Loading The methodology for applying superstructure live load reactions to substructure elements is described in the BDM. This methodology consists of applying the wheel line reactions directly to the crossbeam and varying the number and position of design lanes. Appendix B describes modeling techniques for GTSTRUDL. 7.2 Results 7 .2 .1 Cap Beam For this example, we will look at results for three design points, the left and right face of the left-hand column, and at the mid-span of the cap beam. Note that in the analysis, the wheel line reactions were applied from the left hand side of the bent. This does not result in a symmetrical set of loadings. However, because this is a symmetrical frame we expect symmetrical results. The controlling results from the left and right hand points A and B are used.
BDM 9.1.1.1C
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For the shear design of the crossbeam, the LRFD specifications allow us to determine the C5.8.3.4.2 effects of moments and shears on the capacity of the section using the maximum factored moments and shears at a section. Hence, the results below do not show the maximum shears and corresponding moments. The tables below summarize the results of the transverse analysis for the crossbeam. The basic results are adjusted with the multiple presence factors. The controlling load cases are in parentheses. Point A Force Effect Multiple Presence Factor LL+IM Point B Force Effect Multiple Presence Factor LL+IM Shear (K) 110.7 (Loading 1009) 1.2 132.8 Shear (K) 155.8 (Loading 2330) 1.0 155.8 +Moment (K-FT) 0 1.2 0 +Moment (K-FT) 314.3 (Loading 1522) 1.2 377.2 -Moment (K-FT) -484.3 (1029) 1.2 -581.2 -Moment (K-FT) -650.9 (Loading 1029) 1.2 -781.1
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Shear (K) +Moment (K-FT) 87.9 (Loading 2036) 426.4 (Loading 1520) 1.0 1.2 87.9 511.7
7 .2 .2 Columns The tables below show the live load results at the top and bottom of a column. The results are factored with the appropriate multiple presence factors. Controlling loads are in parentheses.
Maximum Axial Axial (K) Force Effect Multiple Presence Factor LL+IM -347.6 (Loading 2026) 1.0 -347.6
Maximum Moment Top of Column Moment (K-FT) Force Effect 59.3 (Loading 1009) Multiple Presence Factor 1.2 LL+IM 71.2 Maximum Moment Bottom of Column Moment (K-FT) Force Effect -53.6 (Loading 1029) Multiple Presence Factor 1.2 LL+IM -64.3 Maximum Shear Force Effect Multiple Presence Factor LL+IM Shear (K) -1.0 (Loading 1029) 1.2 -1.2
Corresponding Axial (K) -265.6 1.2 -318.7 Corresponding Axial (K) 55.6 1.2 66.7
7 .2 .3 Footings Even though we didnt perform the transverse analysis with the footing loads, we can still obtain the results. Assuming we have a linear elastic system, the principle of
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superposition can be used. The footing results are simply the column results scaled by the ratio of the footing load to the column load. For this case, the scale factor is 186.3221.3=0.84. Maximum Axial LL+IM Maximum Moment LL+IM Maximum Shear LL+IM Axial (K) -292 Corresponding Moment (K-FT) 23.9 Corresponding Axial (K) 46.7
8 Combining Longitudinal and Transverse Results To get the full set of column forces, the results from the longitudinal and transverse analyses need to be combined. Recall that the longitudinal analysis produced moments, shears, and axial load for a single loaded lane whereas the transverse analysis produced column and footing forces for multiple loaded lanes.
Before we can combine the force effects we need to determine the per column force effect from the longitudinal analysis. To do this, we look at the axial force results in transverse model to determine the lane fraction that is applied to each column. For maximum axial load, 2 lanes at 221.3 K/LANE produce an axial force of 347.6 K. The lane fraction carried by the column is 347.6/(2*221.3) = 0.785 (78.5%). Mz = (-350.9 K-FT/LANE)(2 LANES)(0.785)(1.0) = -550.9 K-FT (Top of Column) Mz = (251.5 K-FT/LANE)(2 LANES)(0.785)(1.0) = 394.9 K-FT (Bottom of Column) Mz = (220.8 K-FT/LANE)(2 LANES)(0.785)(1.0) = 346.7 K-FT (Footing) For maximum moment (and shear because the same loading governs) at the top of the column, 1 lane at 221.3 K/LANE produces an axial force of 318.7. (318.7/221.3 = 1.44). 144% of the lane reaction is carried by the column. Mz = (-1025.0)(1.44)(1.2) = -1771.2 K-FT Vx = (38.3)(1.44)(1.2) = 66.2 K (Column) Vx = (31.9)(1.44)(1.2) = 55.1 K (Footing) For maximum moment at the bottom of the column, 1 lane at 221.3 K/LANE produces an axial force of 64.3 K.(64.3/221.3 = 0.29) 29% of the lane reaction is carried by the column. Mz = (506.1)(0.29)(1.2) = 176.1 K-FT (Column) Mz = (420.7)(0.29)(1.2) = 146.4 K-FT (Footing)
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Ahead on Station
Py = Compression < 0 Mz Vz Mx Vx
Vx and Mz determined from Longitudinal Analysis Py, Vz and Mx determined from Transverse Analysis
Column Maximum Axial Top Axial (K) Mx (KFT) Mz (KFT) Vx (K) Vz (K) Footing Maximum Axial Axial (K) Mx (KFT) Mz (KFT) Vx (K) Vz (K) -292 23.9 346.7 -347.6 34.1 -550.9 Maximum Axial Bottom -347.6 28.4 394.9
Shear
66.2 -1.2 Load Cases Maximum Moment Bottom 46.7 -45.0 146.4 72.7 -1.0
Shear
9 Skew Effects This analysis becomes only slightly more complicated when the pier is skewed with respect to the centerline of the bridge. The results of the longitudinal analysis need to be adjusted for skew before being applied to the transverse model.
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The shears and moments produced by the longitudinal analysis are in the plane of the longitudinal model. These force vectors have components that are projected into the plane of the transverse model as show in the figure below. The transverse model loading must include these forces and moments for each wheel line load. Likewise, the skew adjusted results from the longitudinal analysis need to be used when combining results from the transverse analysis.
Vx
Vy V
My
Mx
10 Summary This example demonstrates a method for analyzing bridge piers subjected to the LRFD HL-93 live load. Other than the loading, the analysis procedure is the same as for the AASHTO Standard Specifications.
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Commercial Software Rights Legend VERSION 26.0 WEIGHT POUND ANGLE RADIAN TEMPERATURE FAHRENHEIT TIME SECOND COMPLETION NO. 4290 LENGTH INCH
Any use, duplication or disclosure of this software by or for the U.S. Government shall be restricted to the terms of a license agreement in accordance with the clause at DFARS 227.7202-3.
This computer software is an unpublished work containing valuable trade secrets owned by the Georgia Tech Research Corporation (GTRC). No access, use, transfer, duplication or disclosure thereof may be made except under a license agreement executed by GTRC or its authorized representatives and no right, title or interest thereto is conveyed or granted herein, notwithstanding receipt or possession hereof. Decompilation of the object code is strictly prohibited.
Georgia Tech Research Corporation Georgia Institute of Technology Atlanta, Georgia 30332 U.S.A.
1GTICES/C-NP 2.5.0 MD-NT 2.0, January 1995. Proprietary to Georgia Tech Research Corporation, U.S.A.
Reading password file J:\GTSTRUDL\Gtaccess26.dat CI-i-audfile, Command AUDIT file FILE0857.aud has been activated.
{ { { {
1} 2} 3} 4}
$ $ $ $
--------------------------------------------------------This is the Common Startup Macro; put your company-wide startup commands here. You can edit this file from Tools -- Macros. Click "Startup" and then "Edit". ---------------------------------------------------------
Appendix A Longitudinal Analysis Details This appendix shows the longitudinal analysis details. In the live load generation portion of the GTSTRUDL input, you will see multiple trials for live load analysis. Each trial uses a different range of headways pacing for the dual truck train. The first trial varies the headway spacing from 180 to 205 feet. Based on this, a tighter range between 193 and 198 feet was used to get the headway spacing corresponding to the maximum loads correct to within 1 foot.
Code Reference
Loads
Loads
{ { { { { { {
2} 3} 4} 5} 6} 7} 8}
>_Analysis of Piers\Longitudinal.gti' > $ --------------------------------------------------------> $ Live Load Pier Analysis Example > $ Longitudinal Anaysis to determine maximum lane reactions > $ --------------------------------------------------------> $ > STRUDL
******************************************************************** * * * ****** G T S T R U D L * * ******** * * ** ** * * ** ***** ****** ***** ** ** ***** ** * * ** ********** ****** ****** ****** ** ** ****** ** * * ** ********** ** ** ** ** ** ** ** ** ** * * ** **** ***** ** ****** ** ** ** ** ** * * ********** ***** ** ***** ** ** ** ** ** * * ****** ** ** ** ** ** ** ** ** ** ** * * ** ****** ** ** ** ****** ****** ****** * * ** ***** ** ** ** **** ***** ****** * * ** * * ** OWNED BY AND PROPRIETARY TO THE * * ** GEORGIA TECH RESEARCH CORPORATION * * * * RELEASE DATE VERSION COMPLETION NO. * * February, 2002 26.0 4290 * * * ********************************************************************
{ { { { { {
TYPE PLANE FRAME XY OUTPUT LONG NAME UNITS FEET KIPS $ JOINT COORDINATES $ Name
Code Reference
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------------0.00000 100.00000 240.00000 340.00000 100.00000 240.00000 -----------0.00000 0.00000 0.00000 0.00000 -40.00000 S -40.00000 S
$ $ $ ------------- Boundary conditions ------$ --- Roller joints: rotation + horiz. translation DEFINE GROUP 'roller' ADD JOINTS 1 4 STATUS SUPPORT JOINT GROUP 'roller' JOINT GRP 'roller' RELEASES FORCE X MOM Z $ MEMBER INCIDENCES $ Name Start joint End joint $ ---------------------1 1 2 2 2 3 3 3 4 4 5 2 5 6 3 $ $ ------------- Properties ---------------UNITS INCHES MEMBER PROPERTIES 1 TO 3 AX 1255 IZ 1007880 4 TO 5 AX 1413 IZ 318086
-------1 2 3 4 5 6
CONSTANTS E 5588 MEMBERS 1 TO 3 E 4224 MEMBERS 4 TO 5 $ $ ------------- Loadings -----------------UNITS KIP FEET $ $ --- Lane Loads --LOADING 'LS12' 'Load load in span 1 and 2' MEMBER 1 2 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
{ { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { {
15} 16} 17} 18} 19} 20} 21} 22} 23} 24} 25} 26} 27} 28} 29} 30} 31} 32} 33} 34} 35} 36} 37} 38} 39} 40} 41} 42} 43} 44} 45} 46} 47} 48} 49} 50} 51} 52} 53} 54} 55} 56} 57} 58} 59}
> > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >
LOADING 'LS13' 'Load load in span 1 and 3' MEMBER 1 3 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
Code Reference
Loads
Loads
LOADING 'LS3' 'Load load in span 3' MEMBER 3 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
{ { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { {
60} 61} 62} 63} 64} 65} 66} 67} 68} 69} 70} 71} 72} 73} 74} 75} 76} 77} 78} 79} 80} 81} 82} 83} 84} 85} 86} 87} 88} 89} 90} 91} 92} 93} 94} 95} 96} 97} 98} 99} 100} 101} 102} 103} 104}
> > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >
$$ --- TRIAL 1 - (GOAL: Determine approximate headway spacing) $$ --- RESULTS: Maximums occured for headway spacings of 50' and $$ --- Load ID Legend $$ - ID = 1000 TO 1999, 50' Headway Spacing $$ - ID = 2000 TO 2999, 180' Headway Spacing $$ - ID = 3000 TO 3999, 185' Headway Spacing $$ - ID = 4000 TO 4999, 190' Headway Spacing $$ - ID = 5000 TO 5999, 195' Headway Spacing $$ - ID = 6000 TO 6999, 200' Headway Spacing $$ - ID = 7000 TO 7999, 205' Headway Spacing $MOVING LOAD GENERATOR $ $SUPERSTRUCTURE FOR MEMBERS 1 TO 3 $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 50.0 32.0 14.0 $GENERATE LOAD INITIAL 1000 PRINT OFF $ $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 180.0 32.0 14.0 $GENERATE LOAD INITIAL 2000 PRINT OFF $ $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 185.0 32.0 14.0 $GENERATE LOAD INITIAL 3000 PRINT OFF $ $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 190.0 32.0 14.0 $GENERATE LOAD INITIAL 4000 PRINT OFF $ $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 195.0 32.0 14.0 $GENERATE LOAD INITIAL 5000 PRINT OFF $ $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 200.0 32.0 14.0 $GENERATE LOAD INITIAL 6000 PRINT OFF $ $TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 205.0 32.0 14.0 $GENERATE LOAD INITIAL 7000 PRINT OFF $ $END LOAD GENERATOR
$ --- TRIAL 2 - (GOAL: Determine extreme values using refined headway spacing) $ --- Load ID Legend
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14.0 32.0 14.0 8.0 14.0 32.0 14.0 8.0 14.0 32.0 14.0 8.0 14.0 32.0 14.0 8.0 14.0 32.0 14.0 8.0 14.0 32.0 14.0 8.0 14.0 32.0 14.0 8.0
{ 105} > $ - ID = 1000 TO 1999, 50' Headway Spacing { 106} > $ - ID = 2000 TO 2999, 193' Headway Spacing { 107} > $ - ID = 3000 TO 3999, 194' Headway Spacing { 108} > $ - ID = 4000 TO 4999, 195' Headway Spacing { 109} > $ - ID = 5000 TO 5999, 196' Headway Spacing { 110} > $ - ID = 6000 TO 6999, 197' Headway Spacing { 111} > $ - ID = 7000 TO 7999, 198' Headway Spacing { 112} > { 113} > MOVING LOAD GENERATOR { 114} > { 115} > SUPERSTRUCTURE FOR MEMBERS 1 TO 3 { 116} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 50.0 32.0 { 117} > GENERATE LOAD INITIAL 1000 PRINT OFF { 118} > { 119} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 193.0 32.0 { 120} > GENERATE LOAD INITIAL 2000 PRINT OFF { 121} > { 122} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 194.0 32.0 { 123} > GENERATE LOAD INITIAL 3000 PRINT OFF { 124} > { 125} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 195.0 32.0 { 126} > GENERATE LOAD INITIAL 4000 PRINT OFF { 127} > { 128} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 196.0 32.0 { 129} > GENERATE LOAD INITIAL 5000 PRINT OFF { 130} > { 131} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 197.0 32.0 { 132} > GENERATE LOAD INITIAL 6000 PRINT OFF { 133} > { 134} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 198.0 32.0 { 135} > GENERATE LOAD INITIAL 7000 PRINT OFF { 136} > { 137} > END LOAD GENERATOR *** OUT OF MOVING LOAD GENERATOR { 138} > $ { 139} > $ -------------- Analysis { 140} > $ { 141} > STIFFNESS ANALYSIS TIME FOR CONSISTENCY CHECKS FOR 5 MEMBERS 0.06 SECONDS TIME FOR BANDWIDTH REDUCTION 0.00 SECONDS TIME TO GENERATE 5 ELEMENT STIF. MATRICES 0.05 SECONDS TIME TO PROCESS 1337 MEMBER LOADS 0.05 SECONDS TIME TO ASSEMBLE THE STIFFNESS MATRIX 0.02 SECONDS TIME TO PROCESS 6 JOINTS 0.01 SECONDS TIME TO SOLVE WITH 1 PARTITIONS 0.01 SECONDS
Code Reference
Loads
Loads
TIME TO PROCESS 6 JOINT DISPLACEMENTS 0.02 SECONDS TIME TO PROCESS 5 ELEMENT DISTORTIONS 0.04 SECONDS TIME FOR STATICS CHECK 0.01 SECONDS { 142} > $ { 143} > $ ------------- Results { 144} > $ { 145} > OUTPUT BY MEMBER { 146} > { 147} > $ ----------- Dual Truck Results Envelope (top and bottom of pier) { 148} > LOAD LIST 1000 TO 7999 { 149} > LIST FORCE ENVELOPE MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4 -------------------------------------------------------------------------------------------------------------------------------------
1.000
FR
0.000
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TITLE - NONE GIVEN FEET KIP RAD DEGF SEC /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING 3.302270 LS3 -89.14960 LS12 3.302270 LS3 -89.14960 LS12 13.59967 LS2 -10.33223 LS13 13.59967 LS2 -10.33223 LS13 ------------------/ Z BENDING 276.7290 LS13 -364.2411 LS2 179.7457 LS2 -136.5602 LS13
{ { { {
> > $ ----------- Lane Load Results Envelope (top and bottom of pier) > LOAD LIST 'LS12' 'LS13' 'LS2' 'LS3' > LIST FORCE ENVELOPE MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4 -------------------------------------------------------------------------------------------------------------------------------------
1.000
FR
0.000
{ { {
154} > 155} > $ ----------- Corresponding force effects maximum axial, shear, and moment 156} > LOAD LIST 1014 1018 'LS12' 'LS2'
Code Reference
Loads
Loads
157} > LIST SECTION FORCES MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
**************************** *RESULTS OF LATEST ANALYSES* **************************** TITLE - NONE GIVEN FEET KIP RAD DEGF SEC
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4 -------------------------------------------------------------------------------------------------------------------------------------
LOADING
1.000 0.000
FR
LOADING
1.000 0.000
FR
LOADING
DISTANCE
Code Reference
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FROM START -117.8832 -117.8832 1018 /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING -85.84380 -85.84380 21.75733 21.75733 -582.5874 287.7058 ------------------/ Z BENDING USERS TRUCK FORWARD PIVOT ON SECTION 6 MEMBER 2 6.239560 6.239560 -146.2155 103.3669
AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
Z BENDING
Page 3.1-B1-20
1.000 0.000
FR
LOADING
1.000 0.000
FR
Code Reference
Loads
Loads
Any use, duplication or disclosure of this software by or for the U.S. Government shall be restricted to the terms of a license agreement in accordance with the clause at DFARS 227.7202-3.
This computer software is an unpublished work containing valuable trade secrets owned by the Georgia Tech Research Corporation (GTRC). No access, use, transfer, duplication or disclosure thereof may be made except under a license agreement executed by GTRC or its authorized representatives and no right, title or interest thereto is conveyed or granted herein, notwithstanding receipt or possession hereof. Decompilation of the object code is strictly prohibited.
Georgia Tech Research Corporation Georgia Institute of Technology Atlanta, Georgia 30332 U.S.A.
1GTICES/C-NP 2.5.0 MD-NT 2.0, January 1995. Proprietary to Georgia Tech Research Corporation, U.S.A.
Reading password file J:\GTSTRUDL\Gtaccess26.dat CI-i-audfile, Command AUDIT file FILE0923.aud has been activated.
> $ --------------------------------------------------------> $ This is the Common Startup Macro; put your company-wide startup commands Click "Startup" and then
Appendix B Transverse Analysis Details This appendix shows the details of the transverse analysis. The interesting thing to note about the transverse analysis is the live load truck configuration. A technique of treating the wheel line reactions as a longitudinal live load is used. A two axle truck is created. The truck is positioned so that it is on the left edge, center, and right edge of the design lane. In order to keep the axles in the correct position, a dummy axle with a weight of 0.0001 kips was used. This dummy axial is the lead axle of the truck and it is positioned in such a way as to cause the two real axles to fall in the correct locations within the design lanes.
The GTSTRUDL live load generator uses partial trucks when it is bring a truck onto or taking it off a bridge. As such, less then the full number of axles are applied to the model. For the transverse analysis, we do not want to consider the situation when only one of the two wheel lines is on the model. As such, several load cases are ignored by way of the LOAD LIST command on line76 of the output.
{ 1} { 2} here. { 3} "Edit". { 4}
> $ ---------------------------------------------------------
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LENGTH INCH WEIGHT POUND ANGLE RADIAN TEMPERATURE FAHRENHEIT TIME SECOND
{ { { { { { { {
1} 2} 3} 4} 5} 6} 7} 8}
> CINPUT 'C:\Documents and Settings\bricer\My Documents\BDM\HL93 Live Load >_Analysis of Piers\Transverse.gti' > $ --------------------------------------------------------> $ Live Load Pier Analysis Example > $ Transverse Anaysis to determine column loads > $ --------------------------------------------------------> $ > STRUDL
******************************************************************** * * * ****** G T S T R U D L * * ******** * * ** ** * * ** ***** ****** ***** ** ** ***** ** * * ** ********** ****** ****** ****** ** ** ****** ** * * ** ********** ** ** ** ** ** ** ** ** ** * * ** **** ***** ** ****** ** ** ** ** ** * * ********** ***** ** ***** ** ** ** ** ** * * ****** ** ** ** ** ** ** ** ** ** ** * * ** ****** ** ** ** ****** ****** ****** * * ** ***** ** ** ** **** ***** ****** * * ** * * ** OWNED BY AND PROPRIETARY TO THE * * ** GEORGIA TECH RESEARCH CORPORATION * * * * RELEASE DATE VERSION COMPLETION NO. * * February, 2002 26.0 4290 * * * ********************************************************************
{ { { {
TYPE PLANE FRAME XY MATERIAL STEEL OUTPUT LONG NAME UNITS FEET KIPS
Code Reference
Loads
Loads
$ JOINT COORDINATES $ Name X coord Y coord $ ------------------------------1 -14.00000 40.00000 2 -7.00000 40.00000 3 7.00000 40.00000 4 14.00000 40.00000 5 -7.00000 0.00000 S 6 7.00000 0.00000 S $ $ MEMBER INCIDENCES $ Name Start joint End joint $ ---------------------1 1 2 2 2 3 3 3 4 4 5 2 5 6 3 $ $ ------------- Properties ---------------UNITS INCHES MEMBER PROPERTIES 1 TO 3 AX 64935 IZ 6283008 $ CAP BEAM 4 TO 5 AX 2827 IZ 636172 $ COLUMNS UNITS FEET $ $ ------------- Loadings -----------------$ MOVING LOAD GENERATOR SUPERSTRUCTURE FOR MEMBERS 1 TO 3
$ One lane loaded - Left Aligned TRUCK FWD GENERAL TRUCK NP 3 110.7 6 110.7 0.875 0.0001 GENERATE LOAD INITIAL 1000 PRINT OFF
$ One lane loaded - Center Aligned TRUCK FWD GENERAL TRUCK NP 3 110.7 6 110.7 2.125 0.00001 GENERATE LOAD INITIAL 1300 PRINT OFF
{ { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { { {
13} 14} 15} 16} 17} 18} 19} 20} 21} 22} 23} 24} 25} 26} 27} 28} 29} 30} 31} 32} 33} 34} 35} 36} 37} 38} 39} 40} 41} 42} 43} 44} 45} 46} 47} 48} 49} 50} 51} 52} 53} 54} 55} 56} 57}
> > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >
$ One lane loaded - Right Aligned TRUCK FWD GENERAL TRUCK NP 3 110.7 6 110.7 3.125 0.0001 GENERATE LOAD INITIAL 1500 PRINT OFF
Code Reference
Page 3.1-B1-23
Chapter 3
Chapter 3
Page 3.1-B1-24
TITLE - NONE GIVEN
{ 58} > { 59} > $ Two lanes loaded - Left Aligned { 60} > TRUCK FWD GENERAL TRUCK NP 5 110.7 6 110.7 6 110.7 6 110.7 0.875 0.0001 { 61} > GENERATE LOAD INITIAL 2000 PRINT OFF { 62} > { 63} > $ Two lanes loaded - Center Aligned { 64} > TRUCK FWD GENERAL TRUCK NP 5 110.7 6 110.7 6 110.7 6 110.7 2.125 0.00001 { 65} > GENERATE LOAD INITIAL 2300 PRINT OFF { 66} > { 67} > $ Two lanes loaded - Right Aligned { 68} > TRUCK FWD GENERAL TRUCK NP 5 110.7 6 110.7 6 110.7 6 110.7 3.125 0.0001 { 69} > GENERATE LOAD INITIAL 2500 PRINT OFF { 70} > { 71} > END LOAD GENERATOR *** OUT OF MOVING LOAD GENERATOR { 72} > $ { 73} > $ -------------- Analysis { 74} > $ { 75} > $ --- Keep active only those loads where all of the "axles" are on the structure { 76} > LOAD LIST 1009 TO 1029 1311 TO 1330 1513 TO 1531 2026 TO 2037 2328 TO 2338 2530 TO 2539 { 77} > STIFFNESS ANALYSIS TIME FOR CONSISTENCY CHECKS FOR 5 MEMBERS 0.00 SECONDS TIME FOR BANDWIDTH REDUCTION 0.00 SECONDS TIME TO GENERATE 5 ELEMENT STIF. MATRICES 0.00 SECONDS TIME TO PROCESS 345 MEMBER LOADS 0.01 SECONDS TIME TO ASSEMBLE THE STIFFNESS MATRIX 0.00 SECONDS TIME TO PROCESS 6 JOINTS 0.00 SECONDS TIME TO SOLVE WITH 1 PARTITIONS 0.00 SECONDS TIME TO PROCESS 6 JOINT DISPLACEMENTS 0.01 SECONDS TIME TO PROCESS 5 ELEMENT DISTORTIONS 0.00 SECONDS TIME FOR STATICS CHECK 0.00 SECONDS { 78} > $ { 79} > $ ------------- Results { 80} > $ { 81} > $ CAP BEAM RESULTS (FACE OF COLUMN AND CENTERLINE BEAM) { 82} > LIST FORCE ENVELOPE MEMBER 1 SECTION NS 1 4.5
PROBLEM - NONE
Code Reference
Loads
Loads
ACTIVE UNITS
FEET KIP
RAD
DEGF SEC
------------------------------------------------------------------------------------------------------------------------------------MEMBER 1 ------------------------------------------------------------------------------------------------------------------------------------/------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING 0.0000000E+00 1009 0.0000000E+00 1010 110.7001 1009 -0.3200976E-11 2336 ------------------/ Z BENDING 0.4612272E-11 2539 -401.2880 1009
4.500
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 2 -------------------------------------------------------------------------------------------------------------------------------------
Code Reference
Page 3.1-B1-25
Chapter 3
Chapter 3
DISTANCE FROM START 1.064582 1029 -0.7828730 1021 1.064582 1029 -0.7828730 1021 1.064582 1029 -0.7828730 1021 155.8126 2034 -44.21778 1009 301.1816 1022 -650.9821 1029 87.92229 2036 -87.92228 2328 426.4992 1520 -400.5730 1029 55.64646 1029 -155.8126 2330 314.3994 1522 -522.0231 1009
------------------/ Z BENDING
Page 3.1-B1-26
TITLE - NONE GIVEN FEET KIP RAD DEGF SEC /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING ------------------/ Z BENDING
2.500
7.000
11.500
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 3 -------------------------------------------------------------------------------------------------------------------------------------
Code Reference
Loads
Loads
2.500
{ { {
85} > 86} > $ COLUMN TOP AND BOTTOM RESULTS 87} > LIST FORCE ENVELOPE MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
**************************** *RESULTS OF LATEST ANALYSES* **************************** TITLE - NONE GIVEN FEET KIP RAD DEGF SEC
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4 -------------------------------------------------------------------------------------------------------------------------------------
1.000
FR
0.000
Code Reference
Page 3.1-B1-27
Chapter 3
Chapter 3
Page 3.1-B1-28
TITLE - NONE GIVEN FEET KIP RAD DEGF SEC 1009 USERS TRUCK FORWARD PIVOT ON SECTION 0 MEMBER 1 ------------------/ Z BENDING 59.30810 24.96671 FORWARD PIVOT ON SECTION 0 MEMBER 3 ------------------/ Z BENDING -11.04779 -53.63107 /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING -265.6179 -265.6179 1029 USERS TRUCK -0.8585348 -0.8585348 /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING 55.64647 55.64647 -1.064582 -1.064582
{ { { { { {
$ RESULTS CORRESPONDING TO MIN/MAX VALUES $ Corresponding values not needed for cross beam $ COLUMN TOP AND BOTTOM RESULTS LOAD LIST 1009 1029 2026 2539 LIST SECTION FORCES MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
PROBLEM - NONE
ACTIVE UNITS
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4 -------------------------------------------------------------------------------------------------------------------------------------
LOADING
1.000 0.000
FR
LOADING
1.000 0.000
FR
Code Reference
Loads
Loads
LOADING /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING -347.5455 -347.5455 2539 /------------------- FORCE -------------------//------------------ MOMENT AXIAL Y SHEAR Z SHEAR TORSION Y BENDING -86.08118 -86.08118 -0.2046868 -0.2046868 USERS TRUCK FORWARD PIVOT ON SECTION 9 MEMBER 1 ------------------/ Z BENDING -27.00405 -35.19152 -0.1425789 -0.1425789 34.05972 28.35657 ------------------/ Z BENDING
2026
USERS TRUCK
FORWARD
PIVOT ON SECTION
MEMBER 1
1.000 0.000
FR
LOADING
1.000 0.000
FR
Code Reference
Page 3.1-B1-29
Chapter 3
Chapter 3
Loads
Page 3.1-B1-30
Contents
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1-1 4.2 WSDOT Modifications toAASHTO Guide Specifications for LRFDSeismic BridgeDesign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-1 4.2.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-1 4.2.2 Earthquake Resisting Systems (ERS) Requirements for SDCs C and D . . . . . . . . . 4.2-1 4.2.3 Seismic Ground Shaking Hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-7 4.2.4 Selection ofSeismic Design Category (SDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-7 4.2.5 Temporary and Staged Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-7 4.2.6 Load and Resistance Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-7 4.2.7 Balanced Stiffness Requirements and Balanced Frame Geometry Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-8 4.2.8 Selection ofAnalysis Procedure toDetermine Seismic Demand . . . . . . . . . . . . . . . 4.2-8 4.2.9 Member Ductility Requirement for SDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-8 4.2.10 Longitudinal Restrainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-8 4.2.11 Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-8 4.2.12 Foundation General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.13 Foundation Spread Footing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.14 Procedure 3: Nonlinear Time History Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.15 Ieff for Box Girder Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.16 Foundation Rocking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.17 Drilled Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.18 Longitudinal Direction Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-9 4.2.19 Liquefaction Design Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-10 4.2.20 Reinforcing Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-10 4.2.21 Concrete Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-10 4.2.22 Expected Nominal Moment Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-10 4.2.23 Interlocking Bar Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 4.2.24 Splicing ofLongitudinal Reinforcementin Columns Subject toDuctility DemandsforSDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 4.2.25 Development Length for Column Bars Extended intoOversized Pile Shafts for SDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 4.2.26 Lateral Confinement for Oversized Pile Shaft for SDCs C and D . . . . . . . . . . . . . 4.2-11 4.2.27 Lateral Confinement for NonOversized Strengthened Pile Shaf for SDCsC andD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 4.2.28 Requirements for Capacity Protected Members . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-11 4.2.29 Superstructure Capacity Design for Transverse Direction (Integral Bent Cap) for SDCs C and D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-12 4.2.30 Superstructure Design for Non Integral Bent Caps for SDCs B, C, and D . . . . . . . 4.2-12 4.2.31 Joint Proportioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-12 4.2.32 CastinPlace and Precast Concrete Piles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2-14 4.3 Seismic Design Requirements for Bridge Widening Projects . . . . . . . . . . . . . . . . 4.3-1 4.3.1 Seismic Analysis and Retrofit Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3-1 4.3.2 Design and Detailing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3-4
Page 4-i
Contents
Chapter 4
4.4 Seismic Retrofitting ofExisting Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 Seismic Analysis Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.2 Seismic Retrofit Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.3 Computer Analysis Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.4 Earthquake Restrainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.5 Isolation Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 4.99
Seismic Design Requirements for Retaining Walls . . . . . . . . . . . . . . . . . . . . . . . . 4.5-1 4.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5-1 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.99-1
Design Examples of Seismic Retrofits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-B1-1 SAP2000 Seismic Analysis Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-B2-1
Page 4-ii
Chapter 4
4.1General
Seismic design ofnew bridges and bridge widenings shall conform toAASHTO Guide Specifications for LRFD Seismic Bridge Design as modified by Sections 4.2 and 4.3. Analysis and design ofseismic retrofits for existing bridges shall be completedin accordance with Section4.4. Seismic design ofretaining walls shall bein accordance with Section4.5. For nonconventional bridges, bridges that are deemed critical or essential, or bridges that fall outside the scope of the Guide Specifications for any other reasons, project specific design requirements shall be developed and submitted tothe WSDOT Bridge Design Engineer for approval. The importance classifications for all highway bridgesin Washington State are classified as Normal except for special major bridges. Special major bridges fitting the classifications ofeither Critical or Essential will be so designated by either the WSDOT Bridge and Structures Engineer or the WSDOT Bridge Design Engineer. The performance object for normal bridges is life safety. Bridges designedin accordance with AASHTO Guide Specifications are intended toachieve the life safety performancegoals.
Page 4.1-1
Chapter 4
Page 4.1-2
Chapter 4
4.2 WSDOT Modifications toAASHTO Guide Specifications for LRFDSeismic Bridge Design
WSDOT amendments tothe AASHTO Guide Specifications for LRFD Seismic Bridge Design are asfollows: 4.2.1 Definitions Guide Specifications Article 2.1 Add the following definitions: Oversized Pile Shaft A drilled shaft foundation that is larger in diameter than the supported column and has a reinforcing cage larger than and independent of thecolumns. The size of the shaft shall be in accordance with Section 7.8.2. Owner Person or agency having jurisdiction over the bridge. For WSDOT projects, regardless ofdelivery method, the term Ownerin these Guide Specifications shall bethe WSDOT Bridge Design Engineer or/and the WSDOT Geotechnical Engineer. 4.2.2 Earthquake Resisting Systems (ERS) Requirements for SDCs C and D Guide Specifications Article 3.3 WSDOT Global Seismic Design Strategies: Type 1 Ductile Substructure with Essentially Elastic Superstructure. This category ispermissible. Type 2 Essentially Elastic Substructure with aDuctile Superstructure. This category is not permissible. Type 3 Elastic Superstructure and Substructure With aFusing Mechanism Between the Two. This category is permissible with WSDOT Bridge Design Engineersapproval. Type 3 ERS may be considered only if Type 1 strategy is not suitable and Type 3 strategy has been deemed necessary for accommodating seismic loads. Isolation bearings shall be designed per the requirement of the AASHTO Guide Specifications for Seismic Isolation. Use of isolation bearings needs the approval of WSDOT Bridge Design Engineer. The decision for using isolation bearings should be made at the early stage of project development based on the complexity of bridge geotechnical and structural design. Acost-benefit analysis comparing Type 1 design vs. Type 3 design with isolation bearings shallbeperformed and submitted for approval. The designer needs to perform two separate designs, one with and one without seismic isolation bearings. The cost-benefit analysis shall at least include: Higher initial design time and complexity of analysis. Impact of the initial and final design time on the project delivery schedule. Time required for preliminary investigation and correspondences with the isolation bearings suppliers. Life-cycle cost of additional and specialized bearing inspections. Potential cost impact for bearings and expansion joints replacements.
Page 4.2-1
Chapter 4
Issues related to long-term performance and maintenance. Need for large movement expansion joints. Seismic isolation bearings shall not be used between the top of the column and the bottom of the crossbeam in single or multi-column bents. Once approval has been given for the use of seismic isolation bearing, the designer shall send a set of preliminary design and specification requirements to at least three seismic isolation bearing suppliers for evaluation to ensure that they can meet the design and specification requirements. Comments from isolation bearing suppliers should be incorporated before design of structure begins. Sole source isolation bearing supplier maybe considered upon Bridge Design Office, and Project Engineer's office approval. The designer shall submit to the isolation bearing suppliers maintenance and inspection requirements with design calculations. Isolation bearing suppliers shall provide maintenance and inspection requirements to ensure the isolators will function properly during the design life and after seismic events. The contract plans shall include bearing replacement methods and details. Use of seismic isolation bearings are not recommended for conventional short and medium length bridges or bridges with geometrical complexities. Use of isolation bearings may not be beneficial for concrete bridges under 700 ft long, steel bridges under 800ft long, bridges with skew angles exceeding 30 degrees, bridges with geometrical complexities, variable superstructure width, and bridges with drop-in spans. The response modification factors (R-factors) of the AASHTO Guide Specifications forSeismic Isolation Design Article 6 shall not be used for structures if the provisions of AASHTO Guide Specifications for LRFD Seismic Bridge Design are being followed forthe design of the bridge. Suitability of isolation bearings for bridge projects should be carefully studied prior toapproval. Isolation bearings may not be the effective solution for some bridges and sitessince shifting the period to longer period may not reduce the force demand for the soft soils. Design shall consider the near fault effects and soil structure interaction of soft soil sites. The designer shall carefully study the effect of isolation bearings on the longitudinal bridge movement. The need for large movement expansion joints shall be investigated. Inspection, maintenance, and potential future bearing replacement should beconsidered when using the isolation bearings. In order to have isolators fully effective, sufficient gap shall be provided to eliminate pounding between frames. Recommended bridge length and skew limitation are set toavoid using the modular joints. Most modular joints are not designed for seismic. Bridges are designed for extreme event which may or may not happen in the life span of the bridge. Introducing the modular joints to the bridge system could cause excessive maintenance issues. In estimation of life-cycle cost, specialized bearing inspections, potential cost impact for bearings, and expansion joints replacements the isolation bearingsuppliers should be consulted.
Page 4.2-2
Chapter 4
If the columns or pier walls are designed for elastic forces, all other elements shall bedesigned for the lesser of the forces resulting from the overstrength plastic hinging moment capacity ofcolumns or pier walls and the unreduced elastic seismic forcein all SDCs. The minimum detailing according tothe bridge seismic design category shall be provided. Shear design shall bebased on 1.2 times elastic shear force and nominal material strengths shall be used forcapacities. Limitations on the use ofERS and ERE areshowninFigures 3.31a, 3.31b, 3.32, and 3.33. Figure3.31b Type 6, connection with moment reducing detail should only be used at column base if proved necessary for foundation design. Fixed connection at base ofcolumn remains the preferred option for WSDOT bridges. The design criteria for column base with moment reducing detail shall consider allapplicable loads at service, strength, and extreme event limit states. Figure3.32 Types 6 and 8 are not permissible for nonliquefied configuration and permissible with WSDOT Bridge Design Engineers approval for liquefied configuration For ERSs and EREs requiring approval, the WSDOT Bridge Design Engineers approvalisrequired regardless ofcontracting method (i.e., approval authority is not transferred toother entities).
Page 4.2-3
Chapter 4
BDM Chapter 4
Longitudinal Response
Longitudinal Response
1
Plastic hinges in inspectable locations.
Permissible 2
Abutment resistance not required as part of ERS Knockoff backwalls permissible Transverse Response
3 Permissible
Plastic hinges in inspectable locations. Abutment not required in ERS, breakaway shear keys permissible with WSDOT Bridge Design Engineers Approval Transverse or Longitudinal Response
Plastic hinges in inspectable locations Isolation bearings with or without energy dissipaters to limit overall displacements
Longitudinal Response
6 Not Permissible
Multiple simplysupported spans with adequate support lengths Plastic hinges in inspectable locations.
Abutment required to resist the design earthquake elastically Longitudinal passive soil pressure shall be less than 0.70 of the value obtained using the procedure given in Article 5.2.3
Figure 3.3-1a
Page 4.2-4
Page 1
Chapter 4
2 Permissible
Plastic hinges below cap beams including pile bents Above ground / near ground plastic hinges
Permissible 4
Tensile yielding and inelastic compression buckling of ductile concentrically braced frames
1 3
Seismic isolation bearings or bearings designed to accommodate expected seismic displacements with no damage
Not Permissible 5
Piles with pinned-head conditions
Permissible 10
Spread footings that satisfy the overturning criteria of Article 6.3.4
Permissible 12
Seat abutments whose backwall is designed to fuse
Permissible
Passive abutment resistance required as part of ERS Use 70% of passive soil strength designated in Article 5.2.3
11
14
Seat abutments whose backwall is designed to resist the expected impact force in an essentially elastic manner
Permissible
Page 4.2-5
Chapter 4
Passive abutment resistance required as part of ERS Passive Strength Use 100% of strength designated in Article 5.2.3
Sliding of spread footing abutment allowed to limit force transferred Limit movement to adjacent bent displacement capacity
Not Permissible
Foundations permitted to rock Use rocking criteria according to Appendix A
Not Permissible
Not Permissible
More than the outer line of piles in group systems allowed to plunge or uplift under seismic loadings
Wall piers on pile foundations that are not strong enough to force plastic hinging into the wall, and are not designed for the Design Earthquake elastic forces Ensure Limited Ductility Response in Piles according to Article 4.7.1
Not Permissible
Plumb piles that are not capacity-protected (e.g., integral abutment piles or pile-supported seat abutments that are not fused transversely) Ensure Limited Ductility Response in Piles
Not Permissible
Batter pile systems in which the geotechnical capacities and/or in-ground hinging define the plastic mechanisms. Ensure Limited Ductility Response in Piles according to Article 4.7.1
Page 4.2-6
Chapter 4
2
Plastic hinges in superstructure
Cap beam plastic hinging (particularly hinging that leads to vertical girder movement) also includes eccentric braced frames with girders supported by cap beams
Not Permissible
Not Permissible
3
Bearing systems that do not provide for the expected displacements and/or forces (e.g., rocker bearings)
Battered-pile systems that are not designed to fuse geotechnically or structurally by elements with adequate ductility capacity
Not Permissible
BDM Figure4.2.24
Not Permissible
Figure3.33 EarthquakeResisting Elements that Are Not Recommended for New Bridges
Figure 3.3-3 Earthquake-Resisting Elements that Are Not Recommended for New Bridges 4.2.3 Seismic Ground Shaking Hazard
Guide Specifications Article 3.4 For bridges that are considered critical or essential ornormal bridges with asite Class F, the seismic ground shaking hazard shall be determined based on the WSDOT Geotechnical Engineer recommendations. 4.2.4 Selection ofSeismic Design Category (SDC) Guide Specifications Article 3.5 Pushover analysis shall be used todetermine displacement capacity for both SDCs C and D. 4.2.5 Temporary and Staged Construction Guide Specifications Article 3.6 For bridges that are designed for areduced seismic demand, the contract plans shall either include astatement that clearly indicates thatthe bridge was designed as temporary using areduced seismicdemand or show theAcceleration Response Spectrum (ARS) used for design. 4.2.6 Load and Resistance Factors Guide Specifications Article 3.7 Revise as follows: Use load factors of 1.0 for all permanent loads. The load factor for live load shall be 0.0when pushover analysis is used todetermine the displacement capacity. Use live loadfactor of0.5 for all other extreme event cases. Unless otherwise noted, all factors shall be taken as 1.0.
Page 4.2-7
Chapter 4
4.2.7 Balanced Stiffness Requirements and Balanced Frame Geometry Recommendation Guide Specifications Articles 4.1.2 and 4.1.3 Balanced stiffness and balanced frame geometry are required for bridgesin both SDCs C and D. Deviations from balanced stiffnessand balanced frame geometry requirements require approval from the WSDOT Bridge Design Engineer. 4.2.8 Selection ofAnalysis Procedure toDetermine Seismic Demand Guide Specifications Article 4.2 Analysis Procedures: Procedure 1 (Equivalent Static Analysis) shall not be used. Procedure 2 (Elastic Dynamic Analysis) shall be used for all regular bridges with twothroughsixspans and not regular bridges with two or more spansin SDCs B, C,orD. Procedure 3 (Nonlinear Time History) shall only be used with WSDOT Bridge Design Engineersapproval. 4.2.9 Member Ductility Requirement for SDCs C and D Guide Specifications Article 4.9 Inground hinging for drilled shaft and pile foundations may be considered for the liquefied configuration with WSDOT Bridge Design Engineerapproval. 4.2.10 Longitudinal Restrainers Guide Specifications Article 4.13.1 Longitudinal restrainers shall be provided at the expansion joints between superstructure segments. Restrainers shall be designedin accordance with the FHWA Seismic Retrofitting Manual for Highway Structure (FHWAHRT06032) Article 8.4 The Iterative Method. See the earthquake restrainer designexamplein the Appendixof this chapter. Restrainers shall be detailedin accordance with the requirements ofGuide Specifications Article 4.13.3 and Section4.4.5. Restrainers may be omitted for SDCs C and D where the available seat width exceeds the calculated support length specifiedin Equation C4.13.1-1. Omitting restrainers for liquefiable sites shall be approved by the WSDOT Bridge Design Engineer. Longitudinal restrainers shall not be used at the end piers (abutments). 4.2.11Abutments Guide Specifications Article 5.2 Diaphragm Abutment type shownin Figure5.2.3.21 shallnot be used for WSDOT bridges. With WSDOT Bridge Design Engineer's approval, the abutment may be considered and designed as part ofearthquake resisting system (ERS)in the longitudinal direction of astraight bridge with little or no skew and with acontinuous deck. For determining seismic demand, longitudinal passive soil pressure shall not exceed 50percent of the value obtained using the procedure givenin Article 5.2.3.3. Participation of the wingwallin the transverse direction shall not be consideredin the seismicdesign ofbridges.
Page 4.2-8 WSDOT Bridge Design Manual M 23-50.11 March 2012
Chapter 4
4.2.12Foundation General Guide Specifications Article 5.3.1 The required foundation modeling method (FMM) and the requirements for estimation of foundation springs for spread footings, pile foundations, and drilled shafts shall be based on the WSDOT Geotechnical Engineersrecommendations. 4.2.13 Foundation Spread Footing Guide Specifications Article C5.3.2 Foundation springs for spread footings shall bedeterminedin accordance with Section7.2.7, WSDOT Geotechnical Design Manual Section6.5.1.1 and the WSDOTGeotechnical Engineers recommendations. 4.2.14 Procedure 3: Nonlinear Time History Method Guide Specifications Article 5.4.4 The time histories ofinput acceleration used todescribe the earthquake loads shall be selectedin consultation with the WSDOT Geotechnical Engineer and the WSDOT Bridge Design Engineer. 4.2.15Ieff for Box Girder Superstructure Guide Specifications Article 5.6.3 Gross moment ofinertia shall be used for box girder superstructure modeling. 4.2.16 Foundation Rocking Guide Specifications Article 6.3.9 Foundation rocking shall not be used for the design ofWSDOT bridges. 4.2.17 Drilled Shafts Guide Specifications Article C6.5 It is cautioned that the scaling factor for diameter effects should not be used blindly without a sound mechanistic basis. A significant amount of pile load test data have been accumulated within the offshore industry on large diameter driven steel pipe piles including tests on 5ft (1.5m) piles. The diameter effects for offshore piles have either been concluded not valid or considered insignificant within the offshore industry. Juirnarongrit and Ashford (2005) performed vibration tests and lateral load tests on drilled shafts ranging from 16in (0.4m) to 4 ft (1.2m) installed in dense weakly cemented sand. Data from the tests for each shaft diameter were used to backcalculate p-y curves. Their analyses indicate that the shaft diameter has insignificant effect on the p-y curves at the displacement level below the ultimate soil resistance. Beyond this range, the ultimate soil resistance increased as the shaft diameter increased. It is found that the pile diameter effect depend on the pile head moment-to-shear ratio and the distribution of soil modulus with depth (Pender, 2004). For WSDOT bridges, the scale factor for p-y curves for large diameter shafts shall not be used unless approved by the WSDOT Geotechnical Engineer and WSDOT Bridge DesignEngineer. 4.2.18 Longitudinal Direction Requirements Guide Specifications Article 6.7.1 Case 2: Earthquake Resisting System (ERS) with abutment contribution may be used provided that the mobilized longitudinal passive pressure is not greater than 50percent of the value obtained using procedure givenin Article5.2.3.3.
WSDOT Bridge Design Manual M 23-50.11 March 2012 Page 4.2-9
Chapter 4
4.2.19 Liquefaction Design Requirements Guide Specifications Article 6.8 Soil liquefaction assessment shall be based on the WSDOT Geotechnical Engineers recommendation and WSDOT Geotechnical Design Manual Section6.4.2.8. 4.2.20 Reinforcing Steel Guide Specifications Article 8.4.1 ASTM A 615 reinforcement shall not be used in WSDOT Bridges. Only ASTM A706 Grade 60 reinforcing steel shall be used in members where plastic hinging is expected for SDCs B, C, and D. ASTM A706 Grade80 reinforcing steels may be used for capacity-protected members specified in Article8.9. ASTM A706 Grade80 reinforcing steel shall not be used for oversized shafts where inground plastic hinging is considered as a part of ERS. Deformed welded wire fabric may be used with the WSDOT Bridge Design Engineers approval. Wire rope or strands for spirals and high strength bars with yield strengthin excess of75ksi shall not be used. Guide Specifications Article C8.4.1 Add the following paragraph to Article C8.4.1. The requirement for plastic hinging and capacity protected members do not apply to the structures in SDCA, therefore use of ASTM A706 Grade 80 reinforcing steel is permitted in SDCA. For SDCs B, C, and D moment-curvature analysis based on strain compatibility and nonlinear stressstrain relations are used to determine the plastic moment capacity of all ductile concrete member, further research is required to establish the shape and model of the stress-strain curve, expected reinforcing strengths, strain limits, and the stress-strain relationships for concrete confined by lateral reinforcement made with ASTM A706 Grade80 reinforcingsteel. 4.2.21 Concrete Modeling Where in-ground plastic hinging approved by WSDOT Bridge Design Engineer is part of the ERS, the confined concrete core shall be limited to a maximum compressive strain of 0.008. The clear spacing between longitudinal reinforcements and between spirals andhoops shall not be less than 6in or more than 9in. 4.2.22 Expected Nominal Moment Capacity Guide Specifications Article 8.5 Add the following paragraphs after third paragraph. The expected nominal capacity of capacity protected member using ASTM A706 Grade80 reinforcement shall be determined by strength design based on the expected concrete strength and yield strength of 80 ksi when the concrete reaches 0.003 or the reinforcing steel strain reaches 0.090 for #10 bars and smaller, 0.060 for #11 bars andlarger.
Page 4.2-10
Chapter 4
4.2.23 Interlocking Bar Size Guide Specifications Article 8.6.7 The longitudinal reinforcing bar inside the interlocking portion ofcolumn (interlocking bars) shall be the same size ofbars used outside the interlocking portion. 4.2.24 Splicing ofLongitudinal Reinforcementin Columns Subject toDuctility Demands for SDCs C and D Guide Specifications Article 8.8.3 The splicing oflongitudinal column reinforcement outside the plastic hinging region shall be accomplished using mechanical couplers that are capable ofdeveloping aminimum tensile strength of85 ksi. Splices shall be staggered at least 2ft. Lap splices shall not be used. The design engineer shall clearly identify the locations where splicesin longitudinal column reinforcement are permitted on the plans. In general where the length of the rebar cage is less than 60ft (72ft for No.14 and No.18 bars), no splicein longitudinal reinforcements shall be allowed. 4.2.25 Development Length for Column Bars Extended intoOversized Pile Shafts f or SDCs C and D Guide Specifications Article 8.8.10 Extending column bars intooversized shaft shall be per Section7.4.4.C, based on TRAC Report WARD 417.1 Non Contact Lap Splice inBridge ColumnShaft Connections. 4.2.26 Lateral Confinement for Oversized Pile Shaft for SDCs C and D Guide Specifications Article 8.8.12 The requirement ofthis article for shaft lateral reinforcementin the columnshaft splice zone may bereplaced with Section7.8.2 K ofthismanual. 4.2.27 Lateral Confinement for NonOversized Strengthened Pile Shaft for SDCsC andD Guide Specifications Article 8.8.13 Nonoversized columnshaft is not permissible unless approved by the WSDOT Bridge Design Engineer. 4.2.28 Requirements for Capacity Protected Members Guide Specifications Article 8.9 Add the following paragraphs: For SDCs C and D where liquefaction is identified, with the WSDOT Bridge Design Engineers approval, pile and drilled shaft inground hinging may be considered as an ERE. Where inground hinging is part ofERS, the confined concrete core should be limited to amaximum compressive strain of0.008 and the member ductility demand shallbe limited to4. Bridges shall be analyzed and designed for the nonliquefied condition and the liquefied conditionin accordance with Article 6.8. The capacity protected members shall be designed inaccordance with the requirements ofArticle 4.11. To ensure the formation ofplastic hingesin columns, oversized pile shafts shall be designed for an expected nominal moment capacity, Mne, at any location along the shaft, that is, equal to1.25 times moment demand generated by the overstrength column plastic hinge moment
Page 4.2-11
Chapter 4
4.2.29 Superstructure Capacity Design for Transverse Direction (Integral Bent Cap) 2) 4.2.13 C and = = 4 4+ + .. (1 + 0.000252 24 . 4.2.13 for SDCs D (1 + 0.00025 ) 24 .
Guide Specifications Article 8.11 Revise the last paragraph as follows: 4.2.18 4.2.18
3 for extended pile shaft may be determined using The design moments below ground the nonlinear static procedure (pushover analysis) by pushing them laterally tothe (C4.9-2) = = 0.5 0.5 from an response displacement (C4.9-2) demand obtained elastic spectrum analysis. The point based on the moment diagram. The expected ofmaximum moment shall be identified =1 1+ + (C4.9-3) = (C4.9-3) plastic hinge zone shall extend 3D above and below the point ofmaximum moment. Theplastic hinge zone shall bedesignatedasthe nosplice zone and the transverse steelfor shear(C4.9-4) and confinement shall accordingly. 1 1 0.5 0.5 (C4.9-4) = =1 1+ +3 3 beprovided 1 1
and associated shear force at the base of the column. The safety factor of1.25 may be reduced to1.0 depending on the soil properties and upon the WSDOT Bridge Design Engineersapproval. 2
4.2.10 4.2.10 (C4.9-1) (C4.9-1) = = 3
2
4.2.30 Superstructure Design for Non Integral Bent Caps for SDCs B, C, and D
For SDCs C and D, the longitudinal flexural bent cap beam reinforcement shall 4.2.21 0.11 ofcap beam longitudinal flexural reinforcement shall be be continuous. Splicing 4.2.21 0.11 accomplished using mechanical couplers that are capable ofdeveloping aminimum tensile strength of85 ksi. Splices shall be staggered at least 2ft. Lap splices shall not be used.
caps shall not be used for Guide Specifications Article 8.12 Non integral bent continuous concrete bridgesin SDC B, C, and D except at the expansion joints between superstructure6.4.8-1 segments. 0.80
6.4.8-1
0.09 0.09
0.80
4.2.40
= = 0. 0.
4.2.40 4.2.40
8.13.21 8.13.21
(8.13.21) (8.13.22)
8.13.2-6 8.13.2-6
Page 4.2-12
2 + + 2 2 + 2 + = = 8.13.2 5 2 + 2 + 2 2 8.13.25 = 6 stress = axial 8.13.2 (ksi) horizontal v 8.13.2 6 v axial vertical stress (ksi) joint shear stress (ksi) = v= v ( 8.13.2 7 + ) ( + ) 8.13.27
+ 2 + 2 = = 2 + 2 2 2 8.13.24 8.13.24
(8.13.23)
(8.13.24)
8.13.28 8.13.28
8.13.29 8.13.29
Chapter 4
8.13.2-3 8.13.2-4
+ 2
+ The horizontal axial stress is based on the2mean axial2force at the center ofjoint. 8.13.2-5
Where: Pb = Bcap= Ds =
4.2.40 8.13.2-6 center = of the Beam axial force at the joint including the effects ofprestressing v ( + )
2 2
2 + 2
(8.13.25)
since there For most projects,8.13.2 h can ignored is typically no prestressin 3typically be thecap.
and the shear associated with plastic hinging (kips) 8.13.2 1 (in) 0. Bent cap width Depth ofsuperstructure at the bent cap for integral joints under longitudinal response and ofcap beam for 8.13.2 2depth 0. nonintegral bent caps and integral joint under transverse response (in)
is provided by the axial 4.2.40 8.13.24 direction, the stressin the joint In the vertical average axial forcein the column. Assuming a45 spread away from the boundary of the column 0. 8.13.2 1 the bent cap, average axial stress is calculated by the the to aplane at middepth of 8.13.25 followingequation:
8.13.22 8.13.26
Where: Pc Bcap Dc Db
not 8.13.2 8.13.2 5 9the cap does Eq. 6 shall be modified if beam extend beyond the column exterior face 0. 8.13.2 1 greater than the bent cap depth.
v be approximated with the following equation: The average joint shear stress, 8.13.2 2 vjh , can 0.
= Bent cap width (in) ofcolumn parallel tobent cap (in) 8.13.24 crosssectional = Diameter or dimension 8.13.2 8 = Depth ofbent cap (in)
0. v
(8.13.26)
4.2.40
8.13.2 6
Where: M = Dc = hb = Beff =
(8.13.27)
8.13.2overstrength 8 The column moment, Mpo,in addition tothe moment induced due to eccentricity between the column plastichinge location and the c.g. ofbottom 8.13.2 4 longitudinal reinforcement of the cap beam or superstructure (kipin) 8.13.29 Diameter or crosssectional dimension ofcolumnin the direction ofloading (in) force toc.g. ofcompressive force on the section (in) The distance from oftensile 5 c.g. 8.13.2 Thislevel arm may be approximated by Ds. Effective width ofjoint (in) 8.13.26 v
The effective width ofjoint, Beff, depends on the shape of the column framing intothe joint 4.2.21 using 0.11 = equations. and is determined the following 8.13.2-7 For circular columns:
8.13.27
8.13.2-8 8.13.28
= + =
= 2
(8.13.28) (8.13.29)
Page 4.2-13
For transverse response, the effective width will be the smaller of the value given by the above equations or the cap beam width. Figure 8.13.21 clarifies the quantities to be used Seismic Design and Retrofit Chapter 4 in this calculation.
For transverse response, the effective width will be the smaller of the value given bythe above or the cap beam width. Figure8.13.21 clarifies the quantities = diameter or width of column or wall measured normal to the direction of Bc equations loading (in.) tobe usedin this calculation.
where:
4.2.32 CastinPlace and Precast Concrete Piles Guide Specifications Article 8.16.2 Minimum longitudinal reinforcement of0.75percent ofAg shall be provided for CIP pilesin SDCs B, C,and D. Longitudinal reinforcement shall be provided for the full length ofpile unless approved by the WSDOT Bridge Design Engineer.
Page 2
Page 4.2-14
Chapter 4
Page 4.3-1
Chapter 4
A seismic analysis is not required for bridgesin SDC A. However, existing elements ofbridgesin SDC A shall meet the requirements ofAASHTO Guide Specifications for LRFD Seismic Bridge Design Section4.6. When the addition of the widening has insignificant effects on the existing structure elements, the seismic analysis may be waived with the WSDOT Bridge Design Engineers approval. In many cases, adding less than 10percent mass without new substructure could be considered insignificant.
Page 4.3-2
Chapter 4
Perform seismic analysis of existing and widened structure. Generate C/DPre and C/Dpost for all applicable existing bridge elements (including foundation elements). (See Notes 1 and 2)
Yes
No
Yes Element is adequate as is no seismic retrofit required Seismic performance maintained Retrofit of element recommended but not required (optional)
Prepare preliminary cost estimates including: Widening plus recommended seismic retrofits estimate (widening + required seismic retrofits + optional seismic retrofits) Base widening estimate (widening + required seismic retrofits) Bridge replacement estimate (only required for widening projects with required seismic retrofits)
Region select from the following alternatives: Widen bridge and perform required and optional seismic retrofits Widen bridge and perform required seismic retrofits Replace bridge Cancel project
Legend: C/DPre = C/DPost =
Report C/DPre and DPost ratios, along with final project scope to bridge management group. This information will be used to adjust the status of the bridge in the seismic retrofit program.
Existing bridge element seismic capacity demand ratio before widening Existing bridge element seismic capacity demand ratio after widening
Notes: 1. Widening elements (new structure) shall be designed to meet current WSDOT standards for New Bridges. 2. Seismic analysis shall account for substandard details of the existing bridge. 3. C/D ratios are evaluated for each existing bridge element.
WSDOT Seismic Analysis and Retrofit Policy for Bridge Widening Projects
Figure4.3.11
Page 4.3-3
Chapter 4
4.3.2 Design and Detailing Considerations Support Length The support length at existing abutments, piers, inspan hinges, and pavement seats shall be checked. If there is aneed for longitudinal restrainers, transverse restrainers, or additional support length on the existing structure, they shall be includedin the widening design. Connections Between Existing and New Elements Connections between the new elements and existing elements should be designed for maximum overstrength forces. Where yielding is expectedin the crossbeam connection at the extreme event limit state, the new structure shall be designed tocarry live loads independently at the StrengthI limit state. In cases where large differential settlement and/or aliquefactioninduced loss ofbearing strength are expected, the connections may be designed todeflect or hingein order toisolate the two parts of the structure. Elements subject toinelastic behavior shall be designed and detailed tosustain the expected deformations. Longitudinal joints between the existing and new structure are not permitted. Differential Settlement The allowable differential settlement ofbridges depends onthetype ofconstruction, the type offoundation, and the nature ofsoil (sand or clay). The geotechnical designer should evaluate the potential for differential settlement between the existing structure and widening structure. Additional geotechnical measures may be required tolimit differential settlements totolerable levels for both static and seismic conditions. The bridge designer shall evaluate, design, and detail all elements ofnew and existing portions of the widening structure for the differential settlement warranted by the Geotechnical Engineer. Experience has shown that bridges can and often do accommodate more movement and/or rotation than traditionally allowed or anticipatedin design. Creep, relaxation, and redistribution offorce effects accommodate these movements. Some studies have been made tosynthesize apparent response. The angular distortion appears tobe the useful criteria for establishing the allowable limits. These studies indicate that angular distortions between adjacent foundations greater than 0.008 (RAD)in simple spans and 0.004 (RAD)in continuous spans should not be permittedin settlement criteria (Moulton et al. 1985; DiMillio, 1982; Barker et al. 1991). Other angular distortion limits may be appropriate after consideration of: Cost ofmitigation through larger foundations, realignment, or surcharge Rideability Aesthetics Safety
Rotation movements should be evaluated at the top of the substructure unit (in plan location) and at the deck elevation. The horizontal displacement ofpile and shaft foundations shall be estimated using procedures that consider soilstructure interaction (see Geotechnical Design Manual M4603 Section8.12.2.3). Horizontal movement criteria should be established at the top of the foundation based on the tolerance of the structure tolateral movement with consideration of the column length and stiffness. Tolerance of the superstructure tolateral movement will depend on bridge seat widths, bearing type(s), structure type, and load distribution effects.
Page 4.3-4 WSDOT Bridge Design Manual M 23-50.11 March 2012
Chapter 4
Foundation Types The foundation type of the new structure should match that of theexisting structure. However, adifferent type offoundation may be used for thenew structure due togeotechnical recommendations or the limited space available between existing and new structures. For example, ashaft foundation may be usedin lieuofspreadfooting. Existing Strutted Columns The horizontal strut between existing columns may beremoved. The existing columns shall then be analyzed with the new unbraced lengthand retrofitted if necessary. Non Structural Element Stiffness Median barrier and other potentially stiffening elements shall be isolated from the columns toavoid any additional stiffness tothe system.
Seismic Design and Retrofit
Deformation capacities ofexisting bridge members that do not meet current detailing Chapter 4 standards shall be determined using the provisions ofSection7.8 of the Retrofitting Manual for Highway Structures:Part 1 Bridges, FHWAHRT06032.Deformation ofexisting members meet that current detailing standards shall be capacities Deformation capacitiesbridge of existing bridgethat members do not meet current detailing standards shall determined using the latest edition of the AASHTO Guide Specifications for LRFD be determined using the provisions of Section 7.8 of the Retrofitting Manual for Highway Seismic Structures: Bridge Design . , FHWA-HRT-06-032. Deformation capacities of existing bridge members that Part 1 Bridges
meet current detailing standards shall be determined using the latest edition of the AASHTO Guide
BDM Chapter 4 Property
Joint shear capacities ofexisting structures shall be checked using Caltrans Bridge Design Specifications for LRFD Seismic Bridge Design . Aid , 144 Joint Shear Modeling Guidelines for Existing Structures. Joint shear capacities of existing structures shall be checked using Caltrans Bridge Design Aid, 14-4
Joint Shear Modeling Guidelines for Existing Structures.providedin Table4.3.21 should lieu ofspecific data, the reinforcement properties In beused. In lieu of specific data, the reinforcement properties provided 4.3.2-1 be used. ASTM in Table ASTM A615 should ASTM A615
Notation Bar Size A706 Grade 60 Grade 40 #3 Bar -Bar Size #18 Size Seismic Design and Retrofit
Specified Property Notation fy Property minimum yield Notation stress (ksi) Specified minimum y Expected yield Specified minimum f yield stressyield (ksi) stress (ksi) y ye stress (ksi) Expected yield Expected yield stress (ksi) Expected ye ye stress (ksi) f ue tensile strength Expected tensile strength (ksi) ue (ksi) Expected tensile ue strength (ksi) Expected yield Expected yield strain ye ye strain Expected ye yield strain Onset of strain Onset ofstrain hardening hardening Onset of strain hardening Reduced Reduced ultimate ultimate Reduced ultimate tensile straintensile tensile strain strain
ASTM A615 ASTM A615 ASTM A615 ASTM A615 60 Grade 60 40 Grade 40 Grade 60 Grade 40*
68 95
60 60
40 48 40
81
No.3 68 #3 -No.18 #18 68 #3 - #18 95 No.3 No.18 95 #3 - #18 95 No.3 No.180.0023 0.0023 #3 - #18
68 68 95 95 0.0023 0.0023
48 48 81
sh sh sh
No.3 0.0150 0.0150 #18 0.0150 0 .0023 0.0150 0 .0023 #3 -#3 #8- No.8 No.9 0.0125 0.0125 #3 - #8 0.0125 0 .0150 0.0125 0 .0150 #9 #9 0 .0125 0 .0125 No.10 & No.11 0.0115 0.0115 0.0115 #10 & #11 0.0115 #10 & #11 0 .0115 0 .0115 No.14 0.0075 0.0075 #14 0.0075 0.0075 #14 0 .0075 0 .0075 No.18 0.0050 0.0050 0.0050 #18 0.0050 #18 0 .0050 0 .0050 #4 - #4 #10 0.090 0.060 No.4 -No.10 0.090 0.060 #10 0 .090 0 .060 0 .040 0.0400.040 0 .090 0.0900.090 0 .060 0.0600.060
R su
su su su
Table 4.3.2-1 * ASTM A615 Grade 40 is for existing bridges in widening projects.
#18 0.060 0.060 0 .060 #11 #11 - #18 No.11 -No.18 #4 #10 0 .120 #4 - #10 No.4 No.10 0.120 0.120 #11 - #18 0 .090 #11 - #18 No.11 No.180.090 0.090
Page 4.3-5
Chapter 4
Isolation Bearings May be used for bridge widening projects to reduce the demands through modification of the dynamic properties of the bridge as a viable alternative to strengthening weak elements or non ductile bridge substructure members of existingbridge. Isolation bearings shall be designed per the requirement of the AASHTO Guide Specifications for Seismic Isolation. The decision for using isolation bearings should be made at the early stage of project development based on the complexity of bridge geotechnical and structural design. Acost-benefit analysis comparing design with strengthening weak elements vs. design with isolation bearings shall be performed and submitted for approval. The designer needs toperform two separate designs, one with and one without seismic isolation bearings. Thecost-benefit analysis shall at least include: Higher initial design time and complexity of analysis. Impact of the initial and final design time on the project delivery schedule. Time required for preliminary investigation and correspondences with the isolation bearing suppliers. Life-cycle cost of additional and specialized and bearing inspections. Potential cost impact for bearing and expansion joints replacements. Issues related to long-term performance and maintenance. Need for large movement expansion joints. Once approval has been given for the use of seismic isolation bearings, the designer shall send a set of preliminary design and specification requirements to at least three seismic isolation bearing suppliers for evaluation to ensure that they can meet the design and specification requirements. Comments from isolation bearing suppliers should be incorporated before design of structure begins. Sole source isolation bearing supplier maybe considered upon Bridge Design Office and Project Engineer's office approval. The designer shall submit to the isolation bearing suppliers maintenance and inspection requirements with design calculations. Isolation bearing suppliers shall provide maintenance and inspection requirements to ensure the isolators will function properly during the design life and after seismic events. The contract plans shall include bearing replacement methods and details.
Page 4.3-6
Chapter 4
Page 4.4-1
Chapter 4
4.4.4 Earthquake Restrainers Longitudinal restrainers shall be high strength barsin accordance with the requirements ofBridge Special provision BSP022604. 4.4.5 Isolation Bearings Isolation bearings may be used for seismic retrofit projects to reduce the demands through modification of the dynamic properties of the bridge as a viable alternative tostrengthening weak elements of non ductile bridge substructure members of existing bridge. Use of isolation bearings needs the approval of WSDOT Bridge Design Engineer. Isolation bearings shall be designed per the requirement of the AASHTO Guide Specifications for Seismic Isolation. The decision for using isolation bearings should be made at the early stage of project development based on the complexity of bridge geotechnical and structural design. Acost-benefit analysis comparing design with strengthening weak elements vs. design with isolation bearings shall be performed and submitted for approval. The designer needs toperform two separate designs, one with and one without seismic isolation bearings. Thecost-benefit analysis shall at least include: Higher initial design time and complexity of analysis. Impact of the initial and final design time on the project delivery schedule. Time required for preliminary investigation and correspondences with the isolation bearing suppliers. Life-cycle cost of additional and specialized bearing inspection. Potential cost impact for bearings and expansion joints replacements. Issues related to long-term performance and maintenance. Need for large movement expansion joints. Once approval has been given for the use of seismic isolation bearing, the designer shall send a set of preliminary design and specification requirements to at least three seismic isolation bearing suppliers for evaluation to ensure that they can meet the design and specification requirements. Comments from isolation bearing suppliers should be incorporated before design of structure begins. Sole source isolation bearing supplier may be considered upon Bridge Design Office and Project Engineer's office approval. The designer shall submit to the isolation bearing suppliers maintenance and inspection requirements with design calculations. Isolation bearing suppliers shall provide maintenance and inspection requirements to ensure the isolators will function properly during the design life and after seismic events. The contract plans shall include bearing replacement methods and details.
Page 4.4-2
Chapter 4
NonPreapproved ProprietaryWalls Standard Plan Geosynthetic Walls Non Standard Geosynthetic Walls Standard Plan Reinforced Concrete Cantilever Walls Non Standard Non ProprietaryWalls Soil Nail Walls Standard Plan Noise Barrier Walls Non Standard Noise Barrier Walls Pre Approved and Standard Plan Moment SlabsforSE Walls and Geosynthetic Walls NonPre Approved and Non Standard Moment Slabs for SE Walls and Geosynthetic Walls Non Standard Non Proprietary Walls, Gravity Blocks, Gabion Walls
Exceptions tothe cases described above may occur with approval from the WSDOT Bridge Design Engineer and/or the WSDOT Geotechnical Engineer.
Page 4.5-1
Chapter 4
Page 4.5-2
Chapter 4
4.99 References
AASHTO LRFD Bridge Design Specifications, 5th Edition, 2010 AASHTO Guide Specifications for LRFD Seismic Bridge Design, 2nd Edition, 2011 AASHTO Gudie Specifications for Seismic Isolation Design, 3rd Edition, 2010 Caltrans Bridge Design Aids 144 Joint Shear Modeling Guidelines for Existing Structures, California Department ofTransportation, August 2008 FHWA Seismic Retrofitting Manual for Highway Structures: Part 1Bridges, Publication No.FHWAHRT06032, January 2006 Juirnarongrit, T. and Ashford S.A., Effect of Pile Diameter on the Modulus of Subgrade Reaction, Report No. SSRP-2001/22, University of California, San Diego, 2005 McLean, D.I. and Smith, C.L., Noncontact Lap Splices in Bridge Column-Shaft Connections, Report Nunber WA-RD 417.1, Washington State University Pender, M.J., Discussion of "Evaluation of Pile Diameter Effects on Initial Modulus Subgrade Reaction". Journal of Geotechnical and Geoenvirnonmental engineering, ASCE, September2004. WSDOT Geotechnical Design Manual M 46-03, Environmental and Engineering Program, Geotechnical Services, Washington State Department of Transportation
Page 4.99-1
Chapter 4
Page 4.99-2
Appendix 4-B1
Design Example Restrainer Design
FHWA-HRT-06-032 Seismic Retrofitting Manual for Highway Structures: Part 1 - Bridges, Example 8.1 Restrainer Design by Iterative Method
N dc
= =
12.00 '' Seat Width (inch) 2.00 '' concrete cover on vertical faces at seat (inch) 1.00 '' expansion joint gap (inch). For new structures, use maximum estimated opening. 0.67 safety factor against the unseating of the span 176.00 ksi restrainer yield stress (ksi) 10,000 restrainer modulus of elasticity (ksi) 18.00 ' restrainer length (ft.) 1.00 '' restrainer slack (inch) 5000.00 the weight of the less flexible frame (kips) (Frame 1) 5000.00 the stiffness of the more flexible frame (kips) (Frame 2) 2040 the stiffness of the less flexible frame (kips/in) (Frame 1) 510 the stiffness of the more flexible frame (kips/in) (Frame 2) 4.00 Target displacement ductility of the frames 386.40 acceleration due to gravity (in/sec ) 0.05 design spectrum damping ratio 1.75 short period coefficient 0.70 long period coefficient 0.05 '' converge tolerance
2
"G" =
Fy = E = L = Drs = W1 = W2 = K1 = K2 = d = g = = S DS = S D1 = As = tol =
F.S. =
OK
S DS Fa S s S D1 Fv S1
Calculate the period at the end of constant design spectral acceleration plateau (sec)
Ts
Calculate the period at beginning of constant design spectral acceleration plateau (sec)
S D1 S DS
To 0.2Ts =
Page 4-B1-1
Chapter 4
Step 1:
Step 2:
Calculate Maximum Allowable Expansion Joint Displacement and compare to the available seat width. Dr = 1 + 176 * 18 * 12 / 10000 = 4.8 '' > = 4.69 '' NG Compute expansion joint displacement without restrainers The effective stiffness of each frame are modified due to yielding of frames. K1, eff = 2040 / 4 = 510 kip/in K 2, eff = 510 / 4 = 127.5 kip/in The effective natural period of each frame is given by:
Step 3:
T1, eff 2
W1 gK1, eff
T2, eff 2
W2 gK 2, eff
The effective damping and design spectrum correction factor is: eff = 0.05 + ( 1 - 0.95 /( 4 ) ^ 0.5 - 0.05 * (4 ) ^ 0.5 ) / PI() = 0.19 cd = 1.5 / ( 40 * 0.19 + 1 ) + 0.5 = 0.68 Determine the frame displacement from Design Spectrum T1, eff = 1.00 sec. S a (T1, eff
)=
0.699 0.350
T2, eff
2.00
sec.
S a (T2, eff ) =
Modified displacement for damping other than 5 percent damped bridges 2 T1, eff = ( 1 / ( 2*PI()))^2 * 0.68* 0.699 * 386.4 = 4.65 '' D1 2 cd S a (T1, eff ) g 2 T2, eff cd S a (T2, eff ) g = ( 2 / ( 2*PI()))^2 * 0.68* 0.35 * 386.4 = 9.3 '' D2
The relative displacement of the two frames can be calculated using the CQC combination of the two frame displacement as given by equation (Eq. 3) the frequency ratio of modes,
The cross-correlation coefficient, 2 8 eff (1 )3 2 12 2 (1 2 ) 2 4 eff (1 ) 2 12 = (8 * 0.19 ^2)*(1 + 2 )*( 2 ^(3/2))/((1 - 2 ^2)^2 + 4* 0.19 ^2* 2 *(1+ 2 )^2) = 0.2 The initial relative hinge displacement
1 T2 2 T1
= 2/1=2
Deq o
Page 4-B1-2
Chapter 4
Step 4:
K eff mod
K r1
Deqo
Adjust restrainer stiffness to limit the joint displacement to a prescribed value D . r This can be achieve by using Goal Seek on the Tools menu. Goal Seek Set Cell $J$104 Cell Address for D D eq r To Value By Changing Cell $D$104 Cell address for initial guess Apply the Goal Seek every time you use the spreadsheet and Click OK
Kr
Step 5:
193.21
0.00 ''
Calculate Relative Hinge Displacement from modal analysis. Frame 1 mass Frame 2 mass
K1, eff
127.50
kip/in
A (i2 ) 2 B (i2 ) C 0
A m1m2 = 12.94 * 12.94 = 167.44 B m1 ( K 2, eff K r ) m2 ( K1, eff K r )
The roots of this quadratic are 2 = (-( -13249.52) +(( -13249.52) ^2-4* 167.44 * 188197.22 )^0.5)/( 2*167.44 ) = 60.57 1
2 2
= (-(-13249.52-((-13249.52)^2-4*167.44*188197.22)^0.5)/(2*167.44) = 18.56
7.78 =
2 =
4.31
T2, eff =
2 1
=
It is customary to describe the normal modes by assigning a unit value to one of the amplitudes. 11 = -2.40 21 = 1.00 For the first mode, set then The mode shape for the first mode is
11 21
-2.40 1.00
Page 4-B1-3
Chapter 4
For mode 2,
K1, eff
18.56
then
22
2.40
12 22
1.00 2.40
({a}T {1})
{1}T [ M ]{1} m111 m2 21 12.94 * -2.4 + 12.94 * 1 = -18.08 2 {1}T [ K ]{1} ( K1, eff K r )11 2 K r 11 21 ( K 2, eff K r ) 2 21
= ( 510 + 193.21 ) * (-2.4) ^2 - 2* 193.21 * -2.4 * 1 + ( 127.5 + 193.21 ) * ( 1 ) ^2 = 5286.98
{a}T {1} 21 11
P2
{ 2 }T [ M ]{1} { 2 } [ K ]{ 2 }
T
({a}T { 2 })
{ 2 }T [ M ]{1} m112 m2 22 12.94 * 1 + 12.94 * 2.4 = 43.96 2 { 2 }T [ K ]{1} ( K1, eff K r )12 2 K r 12 22 ( K 2, eff K r ) 2 22
= ( 510 + 193.21 ) * (1) ^2 - 2* 193.21 * 1 * 2.4 + ( 127.5 + 193.21 ) * ( 2.4 ) ^2 = 1619.53
{a}T { 2 } 22 12
P2
Determine the frame displacement from Design Spectrum T1, eff = 0.81 sec. S a (T1, eff
)=
0.867 0.480
T2, eff
1.46
sec.
S a (T2, eff ) =
Page 4-B1-4
Chapter 4
The cross-correlation coefficient, 12 = (8 * 0.19 ^2)*(1+ 1.81 )*( 1.81 ^(3/2))/((1 -1.81 ^2)^2+4* 0.19 ^2* 1.81 *(1+1.81 )^2) = 0.26
Deq1
OK Step 7:
>4.8 ''
Nr
Dr Ar
= =
K r Dr Fy Ar
in^2
Kr =
193.21
kip/in
Fy
= 176.00 ksi
Nr =
Page 4-B1-5
Chapter 4
Page 4-B1-6
Appendix 4-B2
1. Introduction
This example serves to illustrate the procedure used to perform nonlinear static pushover analysis in both the longitudinal and transverse directions in accordance with the AASHTO Guide Specifications for LRFD Seismic Bridge Design using SAP2000. A full model of the bridge is used to compute the displacement demand from a response-spectrum analysis. To perform the pushover analysis in the longitudinal direction, the entire bridge is pushed in order to include the frame action of the superstructure and adjacent bents. To perform the pushover analysis in the transverse direction, a bent is isolated using the SAP2000 staged construction feature. The example bridge is symmetric and has three spans. It is assumed the reader has some previous knowledge of how to use SAP2000. This example was created using SAP2000 version 14.2.0. Note: By producing this example, the Washington State Department of Transportation does not warrant that the SAP2000 software does not include errors. The example does not relieve Design Engineers of their professional responsibility for the softwares accuracy and is not intended to do so. Design Engineers should verify all computer results with hand calculations. Brief Table of Contents of Example: 1. Introduction ..............................................................................................................................1 2. Model Setup .............................................................................................................................2 2.1 Overview of Model ....................................................................................................2 2.2 Foundations Modeling ...............................................................................................3 2.3 Materials Modeling ....................................................................................................6 2.4 Column Modeling ......................................................................................................15 2.5 Crossbeam Modeling .................................................................................................19 2.6 Superstructure Modeling ............................................................................................20 2.7 Gravity Load Patterns ................................................................................................22 3. Displacement Demand Analysis ..............................................................................................23 3.1 Modal Analysis ..........................................................................................................23 3.2 Response-Spectrum Analysis.....................................................................................27 3.3 Displacement Demand ...............................................................................................32 4. Displacement Capacity Analysis .............................................................................................34 4.1 Hinge Definitions and Assignments ..........................................................................34 4.2 Pushover Analysis ......................................................................................................41 5. Code Requirements ..................................................................................................................66 5.1 P- Capacity Requirement Check .............................................................................66 5.2 Minimum Lateral Strength Check .............................................................................67 5.3 Structure Displacement Demand/Capacity Check .....................................................69 5.4 Member Ductility Requirement Check ......................................................................73 5.5 Column Shear Demand/Capacity Check ...................................................................79 5.6 Balanced Stiffness and Frame Geometry Requirement Check ..................................83
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2. Model Setup
2.1 Overview of Model
This example employs SAP2000. The superstructure is modeled using frame elements for each of the girders and shell elements for the deck. Shell elements are also used to model the end, intermediate, and pier diaphragms. Non-prismatic frame sections are used to model the crossbeams since they have variable depth. The X-axis is along the bridges longitudinal axis and the Z-axis is vertical. The units used for inputs into SAP2000 throughout this example are kip-in. The following summarizes the bridge being modeled: All spans are 145 in length (5) lines of prestressed concrete girders (WF74G) with 9-6 ctc spacing 8 deck with 46-11 to width Girders are continuous and fixed to the crossbeams at the intermediate piers (2) 5 diameter columns at bents Combined spread footings 20L x 40W x 5D at each bent Abutment longitudinal is free, transverse is fixed Figure 2.1-1 shows a view of the model in SAP2000.
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The soil springs were generated using the method for spread footings outlined in Chapter 7 of the Washington State Department of Transportation Bridge Design Manual. The assumed soil parameters were G = 1,700 ksf and = 0.35. The spring values used in the model for the spread footings are shown in Table 2.2.1-1. Degree of Freedom UX UY UZ RX RY RZ Stiffness Value 18,810 kip/in 16,820 kip/in 18,000 kip/in 1,030,000,000 kip-in/rad 417,100,000 kip-in/rad 1,178,000,000 kip-in/rad
Table 2.2.1-1
Joint Spring Values for Spread Footings Figure 2.2.1-2 shows the spread footing joint spring assignments (Assign menu > Joint > Springs).
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The springs used in the demand model (response-spectrum model) are the same as the springs used in the capacity model (pushover model). It is also be acceptable to conservatively use fixedbase columns for the capacity model.
2.2.2 Abutments
The superstructure is modeled as being free in the longitudinal direction at the abutments in accordance with the policies outlined in the Washington State Department of Transportation Bridge Design Manual. The abutments are fixed in the transverse direction in this example for simplification. However, please note that the AASHTO Guide Specifications for LRFD Seismic Bridge Design require the stiffness of the transverse abutments be modeled. Since there are five girder lines instead of a spine element, the joints at the ends of the girders at the abutments all have joint restraints assigned to them. The girder joint restraint assignments at the abutments are listed in Table 2.2.2-1. Degree of Freedom UX UY UZ RX RY RZ
Table 2.2.2-1
Page 4-B2-4
Figure 2.2.2-1 shows the girder joint restraints at the abutments (Assign menu > Joint > Restraints).
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Material Unit Weight (pcf) For Dead For Modulus Load of Elasticity 155 150 150 150 165 490 490 145 145 155 -
Material Properties Used in Model The 5200Psi-Column and A706-Column material definitions are created to define the expected, nonlinear properties of the column section. The Material Property Data for the material 4000Psi-Deck is shown in Figure 2.3-1 (Define menu > Materials > select 4000Psi-Deck > click Modify/Show Material button).
Page 4-B2-6
The Material Property Data for the material 4000Psi-Other is shown in Figure 2.3-2 (Define menu > Materials > select 4000Psi-Other > click Modify/Show Material button).
The Material Property Data for the material 7000Psi-Girder is shown in Figure 2.3-3 (Define menu > Materials > select 7000Psi-Girder > click Modify/Show Material button).
Page 4-B2-8
The Material Property Data for the material 5200Psi-Column is shown Figure 2.3-4 (Define menu > Materials > select 5200Psi-Column > click Modify/Show Material button).
When the Switch To Advanced Property Display box shown in Figure 2.3-4 is checked , the window shown in Figure 2.3-5 opens.
By clicking the Modify/Show Material Properties button in Figure 2.3-5, the window shown in Figure 2.3-6 opens.
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By clicking the Nonlinear Material Data button in Figure 2.3-6, the window shown in Figure 2.3-7 opens.
Note that in Figure 2.3-7 the Strain At Unconfined Compressive Strength, fc and the Ultimate Unconfined Strain Capacity are set to the values required in Section 8.4.4 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design. These unconfined properties are parameters used in defining the Mander confined concrete stress-strain curve of the column core. It is seen
Page 4-B2-10 WSDOT Bridge Design Manual M23-50.04 August 2010
that under the Stress-Strain Definition Options, Mander is selected. By clicking the Show Stress-Strain Plot button in Figure 2.3-7, a plot similar to that shown Figure 2.3-8 is displayed.
Figure 2.3-8 shows both the confined and unconfined nonlinear stress-strain relationships. The user should verify that the concrete stress-strain curves are as expected. The Material Property Data for the material A706-Other is shown in Figure 2.3-9 (Define menu > Materials > select A706-Other > click Modify/Show Material button).
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The Material Property Data for the material A706-Column is shown in Figure 2.3-10 (Define menu > Materials > select A706-Column > click Modify/Show Material button).
When the Switch To Advanced Property Display box in Figure 2.3-10 is checked, the window shown in Figure 2.3-11 opens.
By clicking the Modify/Show Material Properties button in Figure 2.3-11, the window shown in Figure 2.3-12 opens.
In Figure 2.3-12, the Minimum Yield Stress, Fy = 68 ksi and the Minimum Tensile Stress, Fu = 95 ksi as required per Table 8.4.2-1 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design. SAP2000 uses Fy and Fu instead of Fye and Fue to generate the nonlinear stressstrain curve. Therefore, the Fye and Fue inputs in SAP2000 do not serve a purpose for this analysis. By clicking the Nonlinear Material Data button in Figure 2.3-12, the window shown in Figure 2.3-13 opens.
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In Figure 2.3-13, it is seen that under the Stress-Strain Curve Definitions Options, Park is selected. Also the box for Use Caltrans Default Controlling Strain Values is checked. By clicking the Show Stress-Strain Plot button in Figure 2.3-13 the plot shown in Figure 2.3-14 is displayed.
Material Stress-Strain Curve Plot for Material A706-Column In Figure 2.3-14, the strain at which the stress begins to decrease is Rsu, which the user should verify for correctness.
Page 4-B2-14 WSDOT Bridge Design Manual M23-50.04 August 2010
Figure 2.3-14
By clicking the Section Designer button in Figure 2.4-1, the window shown in Figure 2.4-2 opens. The COL frame section is defined using a round Caltrans shape in Section Designer as shown in Figure 2.4-2.
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By right-clicking on the section shown in Figure 2.4-2, the window shown in Figure 2.4-3 opens. Figure 2.4-3 shows the parameter input window for the Caltrans shape is shown in Figure 2.4-2.
Page 4-B2-16
By clicking the Show button for the Core Concrete in Figure 2.4-3, the window shown in Figure 2.4-4 opens.
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Figure 2.4-4 shows the Mander confined stress-strain concrete model for the core of the column. The user should verify that the concrete stress-strain curve is as expected.
Page 4-B2-18
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The girders are assigned insertion points such that they connect to the same joints as the deck elements but are below the deck. Since the deck is 8 inches thick and the gap between the top of the girder and the soffit of the deck is 3 inches, the insertion point is 7 inches (8 in./2 +3 in.) above the top of the girder. Figure 2.6-2 shows the girder frame element insertion point assignments (Assign menu > Frame > Insertion Point).
Page 4-B2-20
Links connect the girders to the crossbeams which models the fixed connection between these elements. See the screen shot shown in Figure 2.6-3.
The superstructure is broken into five segments per span. Section 5.4.3 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design requires that a minimum of four segments per span be used.
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The designer should verify the weight of the structure in the model with hand calculations.
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It can be seen in Figure 3.1.2-1 that concrete strain capacity limits the available plastic curvature. Designers should verify that SAP2000s bilinearization is acceptable. The property modifiers are then applied to the column frame elements as shown in Figure 3.1.2-2 (Assign menu > Frame > Property Modifiers).
The torsional constant modifier is 0.2 for columns as required by Section 5.6.5 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design.
Page 4-B2-24 WSDOT Bridge Design Manual M23-50.04 August 2010
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Figure 3.1.4-1 also shows that the first mode in the X-direction (longitudinal) has a period of 0.95 seconds and the first mode in the Y-direction (transverse) has period of 0.61 seconds. The designer should verify fundamental periods with hand calculations. The designer should also visually review the primary mode shapes to verify they represent realistic behavior.
Page 4-B2-26
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When the Convert to User Defined button is clicked, the function appears as shown in Figure 3.2.2-2.
Page 4-B2-28
Having the response-spectrum function stored as User Defined is advantageous because the data is stored within the .SDB file. Therefore, if the .SDB file is transferred to a different location (different computer), the response-spectrum function will also be moved.
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T*
Page 4-B2-32
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From the axial loads displayed for the DC+DW load case it is determined that the axial force at the bottom of the column is approximately 1,290 kips and the axial force at the top of the column is approximately 1,210 kips (see section 3.1.2 of this example for a discussion on the inclusion of construction sequence effects on column axial loads). It is expected that the difference in axial load between the tops and bottoms of the columns will not result in a significant difference in the plastic moment. However, on some bridges the axial loads at the tops and bottoms of the columns may be substantially different or the column section may vary along its height producing significantly different plastic moments at each end.
Page 4-B2-34
The moment-curvature analysis of the column base is shown in Figure 4.1.1-2 (Define menu > Section Properties > Frame Sections > select COL > click Modify/Show Property button > click Section Designer button > Display menu > Show Moment-Curvature Curve).
It is seen in Figure 4.1.1-2 that the plastic moment capacity at the base of the column is 79,186 kip-inches (with only dead load applied). The moment-curvature analysis of the column top is shown in Figure 4.1.1-3 (Define menu > Section Properties > Frame Sections > select COL > click Modify/Show Property button > click Section Designer button > Display menu > Show Moment-Curvature Curve).
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It is seen in Figure 4.1.1-3 that the plastic moment capacity at the top of the column is 77,920 kip-inches (with only dead load applied). The clear height of the columns is 350 inches; therefore: L1 = Length from point of maximum moment at base of column to inflection point (in.) = 350 x Mp_col_base / (Mp_col_base + Mp_col_top) = 350 x 79186 / (79186 + 77920) = 176 in. = Length from point of maximum moment at top of column to inflection point (in.) = 350 L1 = 350 176 = 174 in.
L2
Where:
= length of column from point of maximum moment to the point of moment contraflexure (in.) = L1 at the base of the columns (L1Long = L1Trans = 176 in.) = L2 at the top of the columns (L2Long = L2Trans = 174 in.) = expected yield strength of longitudinal column reinforcing steel bars (ksi) = 68 ksi (ASTM A706 bars). = nominal diameter of longitudinal column reinforcing steel bars (in.) = 1.27 in. (#10 bars) = Plastic hinge length at base of column = 0.08*176 + 0.15*68*1.27 0.3*68*1.27 = 27.03 25.91 = 27.0 in. = Plastic hinge length at top of column = 0.08*174 + 0.15*68*1.27 0.3*68*1.27 = 26.87 25.91 = 26.9 in.
Lp2
In this example, the plastic hinge lengths in both directions are the same because the locations of the inflection points in both directions are the same. This will not always be the case, such as when there is a single column bent.
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By selecting the Auto P-M3 Hinge Property in Figure 4.1.3-1 and clicking the Modify/Show Auto Hinge Assignment Data button, the window shown in Figure 4.1.3-2 opens. Figure 4.1.32 shows the Auto Hinge Assignment Data form with input parameters for the hinges at the bases of the columns in the longitudinal direction. Due to the orientation of the frame element local axes, the P-M3 hinge acts in the longitudinal direction.
By selecting the Auto P-M2 Hinge Property in Figure 4.1.3-1 and clicking the Modify/Show Hinge Assignment Data button in Figure 4.1.3-1, the window shown in Figure 4.1.3-3 opens. Figure 4.1.3-3 shows the Auto Hinge Assignment Data form with input parameters for the hinges at the bases of the columns in the transverse direction. Due to the orientation of the frame element local axes, the P-M2 hinge acts in the transverse direction.
Page 4-B2-38
In Figures 4.1.3-2 and 4.1.3-3 it is seen that the Hinge Length is set to 27.0 inches, the Use Idealized (Bilinear) Moment-Curvature Curve box is checked, and the Drops Load After Point E option is selected. The hinges at the tops of the columns are assigned at relative distances as shown in Figure 4.1.34 (Assign menu > Frame > Hinges).
By selecting the Auto P-M3 Hinge Property in Figure 4.1.3-4 and clicking the Modify/Show Auto Hinge Assignment Data button, the window shown in Figure 4.1.3-5 opens. Figure 4.1.35 shows the Auto Hinge Assignment Data form with input parameters for the hinges at the tops of the columns in the longitudinal direction. Due to the orientation of the frame element local axes, the P-M3 hinge acts in the longitudinal direction.
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By selecting the Auto P-M2 Hinge Property in Figure 4.1.3-4 and clicking the Modify/Show Hinge Assignment Data button, the window shown in Figure 4.1.3-6 opens. Figure 4.1.3-6 shows the Auto Hinge Assignment Data form with input parameters for the hinges at the tops of the columns in the transverse direction. Due to the orientation of the frame element local axes, the P-M2 hinge acts in the transverse direction.
In Figures 4.1.3-5 and 4.1.3-6 it is seen that the Hinge Length is set to 26.9 inches, the Use Idealized (Bilinear) Moment-Curvature Curve box is checked, and the Drops Load After Point E option is selected.
Page 4-B2-40
The column axial loads are 1,250 kips (average of top and bottom). The column dead load moments in the transverse direction are small and can be neglected. Figure 4.2.1.2-2 shows the joint forces assignment window for the Dead-Col_Axial load pattern (Assign menu > Joint Loads > Forces).
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After the forces defined in Figure 4.2.1.2-2 have been assigned, they can be viewed as shown in Figure 4.2.1.2-3.
To define the transverse pushover analysis lateral load distribution, a new load pattern called Trans_Push is added as shown in Figure 4.2.1.2-4 (Define menu > Load Patterns).
Page 4-B2-42
Since the superstructure is not defined as a spine element, there is no joint in the plane of the bent located at the centroid of the superstructure. Therefore, the load distribution for the transverse pushover analysis is an equivalent horizontal load consisting of a point load and a moment applied at the center crossbeam joint. The centroid of the superstructure is located 58.83 inches above the center joint. As a result, a joint force with a horizontal point load of 100 kips and a moment of 100*58.83 = 5,883 kip-inches is used. Special care should be taken to ensure that the shear and moment are applied in the proper directions. The joint forces are assigned to the crossbeam center joint as shown in Figure 4.2.1.2-5 (Assign menu > Joint Loads > Forces).
After the forces defined in Figure 4.2.1.2-5 have been assigned, they can be viewed as shown in Figure 4.2.1.2-6.
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It is seen in Figure 4.2.2.1-1 that the Initial Conditions are set to Zero Initial Conditions Start from Unstressed State, the Load Case Type is Static, the Analysis Type is set to Nonlinear, and the Geometric Nonlinearity Parameters are set to None. A new load case is now created called LongPush, which will actually be the pushover analysis case. The Load Case Data form for the LongPush load case is shown in Figure 4.2.2.1-2 (Define menu > Load Cases > select LongPush > click Modify/Show Load Case button).
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It is seen in Figure 4.2.2.1-2 that the Initial Conditions are set to Continue from State at End of Nonlinear Case LongPushSetup, the Load Case Type is Static, the Analysis Type is Nonlinear, and the Geometric Nonlinearity Parameters are set to None. Under Loads Applied, the Load Type is set to Accel in the UX direction with a Scale Factor equal to -1. Applying the acceleration in the negative X-direction results in a negative base shear and positive X-direction displacements. By clicking the Modify/Show button for the Load Application parameters in Figure 4.2.2.1-2, the window shown in Figure 4.2.2.1-3 opens. It is seen in Figure 4.2.2.1-3 that the Load Application Control is set to Displacement Control, the Load to a Monitored Displacement Magnitude of value is set at 11 inches which is greater than the longitudinal displacement demand of 8.76 inches. Also, the DOF being tracked is U1 at Joint 33.
Page 4-B2-46
By clicking the Modify/Show button for the Results Saved in Figure 4.2.2.1-2, the window shown in Figure 4.2.2.1-4 opens. It is seen in Figure 4.2.2.1-4 that the Results Saved option is set to Multiple States, the Minimum Number of Saved States is set to 22, which ensures that a step will occur for at least every half-inch of displacement. Also, the Save positive Displacement Increments Only box is checked.
To isolate the bent and apply the static loads to the columns, a staged construction load case called TransPushSetup is created (Define menu > Load Cases > select TransPushSetup > click Modify/Show Load Case button). The TransPushSetup analysis case has two stages, one to isolate the bent, and one to apply the column axial loads. Note these two stages could be
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combined into one stage without altering the results. Stage 1 of the TransPushSetup load case definition is shown in Figure 4.2.2.2-2.
It is seen in Figure 4.2.2.2-2 that the only elements added are those in the group Pier2, the Initial Conditions are set to Zero Initial Conditions Start from Unstressed State, the Load Case Type is Static, the Analysis Type is set to Nonlinear Staged Construction, and the Geometric Nonlinearity Parameters are set to None. Stage 2 of the TransPushSetup load case definition is shown in Figure 4.2.2.2-3.
Page 4-B2-48
It is seen in Figure 4.2.2.2-3 that the load pattern Dead-Col_Axial is applied. A new load case is now created called TransPush, which will actually be the pushover analysis case. The Load Case Data form for the TransPush load case is shown in Figure 4.2.2.2-4 (Define menu > Load Cases > select TransPush > click Modify/Show Load Case button).
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It is seen in Figure 4.2.2.2-4 that the Initial Conditions are set to Continue from State at End of Nonlinear Case TransPushSetup, the Load Case Type is Static, the Analysis Type is Nonlinear, and the Geometric Nonlinearity Parameters are set to None. Under Loads Applied, the Load Type is set to Load Pattern with the Load Name set to Trans_Push and the Scale Factor is equal to 1. By clicking the Modify/Show button for the Load Application parameters in Figure 4.2.2.2-4, the window shown in Figure 4.2.2.2-5 opens. It is seen in Figure 4.2.2.2-5 that the Load Application Control is set to Displacement Control, the Load to a Monitored Displacement Magnitude of value is set at 10 inches, which is larger than the transverse displacement demand of 6.07 inches. Also, the DOF being tracked is U2 at Joint 33.
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By clicking the Modify/Show button for the Results Saved in Figure 4.2.2.2-4, the window shown in Figure 4.2.2.2-6 opens. It is seen in Figure 4.2.2.2-6 that the Results Saved option is set to Multiple States, the Minimum Number of Saved States is set to 20, which ensures that a step will occur for at least every half-inch of displacement. Also, the Save positive Displacement Increments Only box is checked.
Figures 4.2.3.1-2 through 4.2.3.1-13 show the deformed shape of the structure at various displacements for the load case LongPush (Display menu > Show Deformed Shape > select LongPush > click OK button). Note that the plastic hinge color scheme terms such as IO, LS, and CP are in reference to performance based design of building structures. However, for Caltrans plastic hinges, the colors are discretized evenly along the plastic deformation. Therefore, the color scheme still provides a visual representation of the hinge plastic strain progression that is useful.
View of Deformed Shape for the Load Case LongPush at UX = 0.0 in.
Figure 4.2.3.1-2
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View of Deformed Shape for the Load Case LongPush at UX = 2.3 in.
Figure 4.2.3.1-3
View of Deformed Shape for the Load Case LongPush at UX = 2.8 in.
Figure 4.2.3.1-4
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View of Deformed Shape for the Load Case LongPush at UX = 3.5 in.
Figure 4.2.3.1-5
View of Deformed Shape for the Load Case LongPush at UX = 4.4 in.
Figure 4.2.3.1-6
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View of Deformed Shape for the Load Case LongPush at UX = 4.9 in.
Figure 4.2.3.1-7
View of Deformed Shape for the Load Case LongPush at UX = 5.9 in.
Figure 4.2.3.1-8
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View of Deformed Shape for the Load Case LongPush at UX = 6.9 in.
Figure 4.2.3.1-9
View of Deformed Shape for the Load Case LongPush at UX = 7.9 in.
Figure 4.2.3.1-10
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View of Deformed Shape for the Load Case LongPush at UX = 8.9 in.
Figure 4.2.3.1-11
View of Deformed Shape for the Load Case LongPush at UX = 9.9 in.
Figure 4.2.3.1-12
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View of Deformed Shape for the Load Case LongPush at UX = 10.7 in.
Figure 4.2.3.1-13
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Figures 4.2.3.2-2 through 4.2.3.2-13 show the deformed shape of the structure at various displacements for the load case TransPush (Display menu > Show Deformed Shape > select TransPush > click OK button). Note that the plastic hinge color scheme terms such as IO, LS, and CP are in reference to performance-based design of building structures. However, for Caltrans plastic hinges, the colors are discretized evenly along the plastic deformation. Therefore, the color scheme still provides a visual representation of the hinge plastic strain progression that is useful.
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View of Deformed Shape for the Load Case TransPush at UY = 0.0 in.
Figure 4.2.3.2-2
View of Deformed Shape for the Load Case TransPush at UY = 2.0 in.
Figure 4.2.3.2-3
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View of Deformed Shape for the Load Case TransPush at UY = 2.8 in.
Figure 4.2.3.2-4
View of Deformed Shape for the Load Case TransPush at UY = 3.1 in.
Figure 4.2.3.2-5
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View of Deformed Shape for the Load Case TransPush at UY = 4.6 in.
Figure 4.2.3.2-6
View of Deformed Shape for the Load Case TransPush at UY = 5.1 in.
Figure 4.2.3.2-7
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View of Deformed Shape for the Load Case TransPush at UY = 6.6 in.
Figure 4.2.3.2-8
View of Deformed Shape for the Load Case TransPush at UY = 7.1 in.
Figure 4.2.3.2-9
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View of Deformed Shape for the Load Case TransPush at UY = 7.6 in.
Figure 4.2.3.2-10
View of Deformed Shape for the Load Case TransPush at UY = 8.1 in.
Figure 4.2.3.2-11
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View of Deformed Shape for the Load Case TransPush at UY = 8.6 in.
Figure 4.2.3.2-12
View of Deformed Shape for the Load Case TransPush at UY = 9.5 in.
Figure 4.2.3.2-13
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5. Code Requirements
5.1 P- Capacity Requirement Check
The requirements of section 4.11.5 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design must be satisfied or a nonlinear time history analysis that includes P- effects must be performed. The requirement is as follows: Where: Pdlr Pdl r 0.25 Mp = unfactored dead load acting on the column (kip) = 1,250 kips = relative lateral offset between the point of contraflexure and the furthest end of the plastic hinge (in.) = LD / 2 (Assumed since the inflection point is located at approximately mid-height of the column. If the requirements are not met, a more advanced calculation of r will be performed) = idealized plastic moment capacity of reinforced concrete column based upon expected material properties (kip-in.) = 78,560 kip-in. (See Figure 3.1.2-1)
Mp
Pdlr
Pdlr
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Ptrib Hh
Ds
Determine Ptrib: Since the abutments are being modeled as free in the longitudinal direction, all of the seismic mass is collected at the bents in the longitudinal direction. Therefore, the force associated with the tributary seismic mass collected at the bent is greater than the dead load per column and is computed as follows: Ptrib = Weight of Structure / # of bents / # of columns per bent = 6,638 / 2 / 2 = 1,660 kips
Note that a more sophisticated analysis to determine the tributary seismic mass would be necessary if the bridge were not symmetric and the bents did not have equal stiffness. Determine Mne: Section 8.5 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design defines Mne as the expected nominal moment capacity based on the expected concrete and reinforcing steel strengths when the concrete strain reaches a magnitude of 0.003. Section Designer in SAP2000 can be used to determine Mne by performing a moment-curvature analysis and displaying the moment when the concrete reaches a strain of 0.003. The moment-curvature diagram for the column section is shown in Figure 5.2-1 with values displayed at a concrete strain of 0.002989 (Define menu > Section Properties > Frame Sections > select COL > click Modify/Show
WSDOT Bridge Design Manual August 2010 M23-50.04 Page 4-B2-67
Property button > click Section Designer button > Display menu > Show MomentCurvature Curve).
It is seen in Figure 5.2-1 that Mne = 73,482 kip-inches. Perform Check: 0.1 Ptrib (Hh + 0.5 Ds) / = 0.1 * 1,660 * (408 + 0.5 * 85) / 2 = 37,392 kip-in. < 73,482 kip-in. = Mne => Okay
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The displacement at which the first hinge ruptures (fails) is the displacement capacity of the structure and is also the point at which the base shear begins to decrease. It can be seen in Figure 5.3.1-1 that the base shear does not decrease until a displacement of approximately 11 inches. This suggests the displacement capacity of the bridge in the longitudinal direction is greater than
WSDOT Bridge Design Manual August 2010 M23-50.04 Page 4-B2-69
the displacement demand. To confirm this, the table shown in Figure 5.3.1-2 can be displayed by clicking File menu > Display Tables in Figure 5.3.1-1.
Figure 5.3.1-2 shows the step, displacement, base force, and hinge state data for the longitudinal pushover analysis. By definition, hinges fail if they are in the Beyond E hinge state. In Figure 5.3.1-2 it can be seen that step 23 is the first step any hinges reach the Beyond E hinge state. Therefore, LC_Long = 10.69 inches and the following can be stated: LC_Long = 10.69 in. > LD_Long = 8.76 in. => Longitudinal Displacement Demand/Capacity is Okay
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As mentioned above, the displacement at which the first plastic hinge ruptures (fails) is the displacement capacity of the structure and is also the point at which the base shear begins to decrease. It can be seen in Figure 5.3.2-1 that the base shear does not decrease until a displacement of approximately 9.5 inches. This suggests the displacement capacity of the bridge in the transverse direction is greater than the displacement demand. To confirm this, the table shown in Figure 5.3.2-2 can be displayed by clicking File menu > Display Tables in Figure 5.3.2-1.
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Figure 5.3.2-2 shows the step, displacement, base force, and hinge state data for the transverse pushover analysis. Recall the transverse pushover analysis only includes a single bent. By definition, hinges fail if they are in the Beyond E hinge state. In Figure 5.3.2-2 it can be seen that step 21 is the first step any hinges reach the Beyond E hinge state. Therefore, LC_Trans = 9.51 inches and the following can be stated: LC_Trans = 9.51 in. > LD_Trans = 6.07 in. => Transverse Displacement Demand/Capacity is Okay
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This example will explicitly show how to compute the ductility demand for the lower hinge of the trailing column being deflected in the transverse direction. The ductility demands for the remaining hinges are presented in tabular format. Determine L: The locations of the inflection points were approximated previously to determine the hinge lengths. However, now that the pushover analysis has been performed, the actual inflection points can be determined. Figure 5.3.2-2 shows that at step 13 the displacement is 6.11 inches, which is slightly greater than the displacement demand. Figure 5.4-1 shows the column moment 2-2 diagram at step 13 of the TransPush load case as displayed in SAP2000 (Display menu > Show Forces/Stresses > Frames/Cables > select TransPush > select Moment 2-2 > select Step 13 > click OK button).
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From this information it is found that the inflection point is 59 inches above the lower joint on the middle column element and the following is computed: L = Length from point of maximum moment at base of column to inflection point = Length of Lower Element Footing Offset + 59 = 146 30 + 59 = 175 in.
Determine pd: Since the displacement of the bent at step 13 is greater than the displacement demand, the plastic rotation at step 13 is greater than or equal to the plastic rotation demand. The plastic rotation at each step can be found directly from the hinge results in SAP2000. The name of the lower hinge on the trailing column is 1H1. Figure 5.4-2 shows the plastic rotation plot of hinge 1H1 at step 13 of the TransPush load case (Display menu > Show Hinge Results > select hinge 1H1 (Auto P-M2) > select load case TransPush > select step 13 > click OK button).
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Hinge 1H1 Plastic Rotation Results for Load Case TransPush at Step 13
Figure 5.4-2
Figure 5.4-2 shows that the plastic rotation for hinge 1H1 is 0.0129 radians. Therefore pd = 0.0129 radians. Determine yi: The idealized yield curvature will be found by determining the axial load in the hinge at first yield and then inputting that load into Section Designer. The axial load at yield can be found by viewing the hinge results at step 4 (when the hinge first yields). Figure 5.4-3 shows the axial plastic deformation plot of hinge 1H1 at step 4 of the TransPush load case (Display menu > Show Hinge Results > select hinge 1H1 (Auto P-M2) > select load case TransPush > select step 4 > select hinge DOF P > click OK button).
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Hinge 1H1 Axial Plastic Deformation Results for Load Case TransPush at Step 4
Figure 5.4-3
Figure 5.4-3 shows that the axial load in hinge 1H1 at step 4 of the TransPush load case is -432 kips. That load can now be entered into Section Designer to determine the idealized yield curvature, yi. The moment-curvature diagram for the column section with P = -432 kips is shown in Figure 5.4-4 (Define menu > Section Properties > Frame Sections > select COL > click Modify/Show Property button > click Section Designer button > Display menu > Show Moment-Curvature Curve).
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Figure 5.4-4 shows that Phi-yield(Idealized) = .00009294. Therefore: yi = 0.00009294 inches-1. The ductility demand in the transverse direction for the lower hinge in the trailing column can now be calculated as follows: Where: D L yi pd Lp Therefore: D = 1 + 3 * [pd / (yi * L)] * (1 0.5 * Lp / L) = 175 in. = 0.00009294 in.-1 = 0.0129 rad. = 27.0 in. = 1 + 3 * [0.0129 / (0.00009294 * 175)] * (1 0.5 * 27.0 / 175) = 3.2 < 6 => okay
The ductility demands and related values for all column hinges are shown in Table 5.4-1.
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Pushover Direction (Long/Trans) Longitudinal Longitudinal Longitudinal Longitudinal Transverse Transverse Transverse Transverse
Column and Hinge Location (-) Trailing Lower Trailing Upper Leading Lower Leading Upper Trailing Lower Trailing Upper Leading Lower Leading Upper
Hinge Name (-) 1H2 3H2 7H2 9H2 1H1 3H1 4H1 6H1
Axial Load at Yield (kips) -1222 -1135 -1354 -1277 -432 -305 -2226 -2253
Table 5.4-1 shows that all hinge ductility demands are less than 6.
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Concrete Shear Capacity: Vc = concrete contribution to shear capacity (kips) = vcAe Where: Ae = 0.8 Ag = gross area of member cross-section (in.2) Ag vc if Pu is compressive: vc = 0.032 [1 + Pu / (2 Ag)] fc1/2 min ( 0.11 fc1/2 , 0.047 fc1/2) vc otherwise: vc =0 For circular columns with spiral reinforcing: 0.3 = fs / 0.15 + 3.67 - D 3 fs = sfyh 0.35 s = (4 Asp) / (s D) Where: Pu Asp s D fyh fc D = ultimate compressive force acting on section (kips) = area of spiral (in.2) = pitch of spiral (in.) = diameter of spiral (in.) = nominal yield stress of spiral (ksi) = nominal concrete strength (ksi) = maximum local ductility demand of member
Steel Shear Capacity: Vs Vs = steel contribution to shear capacity (kips) = ( / 2) (Asp fyh D) / s
This example will explicitly show how to perform the shear demand/capacity check for the trailing column being deflected in the transverse direction. The shear demand/capacity checks for the remaining columns are presented in tabular format. Determine Vu:
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Figure 5.5-1 shows the column shear diagram for the TransPush load case as displayed in SAP2000 (Display menu > Show Forces/Stresses > Frames/Cables > select TransPush > select Shear 3-3 > select Step 13 > click OK button).
From Figure 5.5-1 it is determined that the plastic shear in the trailing column is 389 kips. Section 8.6.1 states that Vu shall be determined on the basis of Vpo, which is the shear associated with the overstrength moment, Mpo, defined in Section 8.5 of the AASHTO Guide Specifications for LRFD Seismic Bridge Design. For ASTM A 706 reinforcement the overstrength magnifier is 1.2, and so the shear for the SAP2000 model must be multiplied by this factor. Therefore: Vu Where: po Vp Vu = mo Vp = 1.2 = 389 kips = 1.2 * 389 = 467 kips
and
Determine Vc: Figure 5.5-2 shows the column axial load diagram for the TransPush load case as displayed in SAP2000 (Display menu > Show Forces/Stresses > Frames/Cables > select TransPush > select Axial Force > select Step 13 > click OK button).
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From Figure 5.5-2 it is determined that the axial force in the trailing column is -247 kips. Therefore: Pu Ag Ae = 247 kips = * 602 / 4 = 2827.4 in.2 = 0.8 Ag = 0.8 * 2827.4 = 2262 in.2 = 0.44 in.2 = 3.5 in. = 60 1.5 1.5 0.75 = 56.25 in. = 60 ksi = 4 ksi = (4 Asp) / (s D) = (4 * 0.44) / ( 3.5 * 56.25) = 0.0089 = sfyh 0.35 = 0.0089 * 60 0.35 = 0.54 0.35 = 0.35 ksi
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Asp s D fyh fc s
fs
D 0.3
= 3.2 (see Section 5.4 of this example) = fs / 0.15 + 3.67 - D 3 = 0.35 / 0.15 + 3.67 3.2 3 = 0.35 / 0.15 + 3.67 3.2 3 = 2.8 3 = 2.8 = 0.032 [1 + Pu / (2 Ag)] fc1/2 min ( 0.11 fc1/2 , 0.047 fc1/2) = 0.032 * 2.8 * [1 + 247 / (2 * 2827.4)] 41/2 min (0.11 * 41/2, 0.047 * 2.8 * 41/2) = 0.187 min (0.22 , 0.263) = 0.187 ksi = vcAe = 0.187 * 2262 = 423 kips
vc
Vc
Determine Vs: Vs = ( / 2) (Asp fyh D) / s = ( / 2) (0.44 * 60 * 56.25) / 3.5 = 666 kips Determine sVn: sVn = s (Vc + Vs) = 0.9 * (423 + 666) = 980 kips > Vu = 467 kips => okay
The shear demands and capacities and related values for all columns are shown in Table 5.5-1. Pushover Column Vp Vu Direction (Long/Trans) (-) (kips) (kips) Longitudinal Trailing 484 581 Longitudinal Leading 497 596 Transverse Trailing 389 467 Transverse Leading 580 696 Pu (kips) 1175 1320 247 2253 D (-) 4.7 4.5 3.2 2.8 ' (-) 1.3 1.5 2.8 3.0 vc (ksi) 0.10 0.12 0.19 0.22 Vc (kips) 228 268 423 498 Vs (kips) 666 666 666 666 sVn (kips) 804 841 980 1047
Table 5.5-1 shows that the shear capacities are greater than the shear demands for all columns.
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Contents
Page
5.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0-1 5.1 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-1 5.1.1 Concrete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-1 5.1.2 Reinforcing Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-6 5.1.3 Prestressing Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-11 5.1.4 Prestress Losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-15 5.1.5 Prestressing Anchorage Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-18 5.1.6 Post-Tensioning Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-18 5.2 Design Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-1 5.2.1 Service and Fatigue Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-1 5.2.2 Strength-Limit State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-2 5.2.3 Strut-and-Tie Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-7 5.2.4 Deflection and Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-7 5.2.5 Construction Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-9 5.2.6 Inspection Lighting and Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2-10 Reinforced Concrete Box Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-1 5.3.1 Box Girder Basic Geometries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-1 5.3.2 Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-5 5.3.3 Crossbeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-13 5.3.4 End Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-16 5.3.5 Dead Load Deflection and Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-18 5.3.6 Thermal Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-19 5.3.7 Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-19 5.3.8 Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3-19 Hinges and Inverted T-Beam Pier Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4-1 Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-1 5.5.1 Review of Existing Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-1 5.5.2 Analysis and Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-2 5.5.3 Removing Portions of the Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-5 5.5.4 Attachment of Widening to Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-5 5.5.5 Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-17 5.5.6 Possible Future Widening for Current Designs . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-18 5.5.7 Bridge Widening Falsework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-18 5.5.8 Existing Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5-18 Precast Prestressed Girder Superstructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-1 5.6.1 WSDOT Standard Girder Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-1 5.6.2 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-3 5.6.3 Fabrication and Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-12 5.6.4 Superstructure Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-15 5.6.5 Repair of Damaged Girders at Fabrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-18 5.6.6 Repair of Damaged Girders in Existing Bridges . . . . . . . . . . . . . . . . . . . . . . . . 5.6-18
5.3
5.4 5.5
5.6
Page 5-i
Contents
Chapter 5
Page
Short Span Precast Prestressed Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Precast Prestressed Concrete Tub Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prestressed Girder Checking Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . Review of Shop Plans for Pretensioned Girders . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deck Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-1 5.7.1 Deck Slab Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-1 5.7.2 Deck Slab Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-2 5.7.3 Stay-in-place Deck Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-6 5.7.4 Bridge Deck Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-7 5.7.5 Bridge Deck HMA Paving Design Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7-12 Cast-in-place Post-tensioned Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-1 5.8.1 Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-1 5.8.2 Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-8 5.8.3 Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-9 5.8.4 Shear and Anchorages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-14 5.8.5 Temperature Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-15 5.8.6 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8-16 5.8.7 Post-tensioning Notes Cast-in-place Girders . . . . . . . . . . . . . . . . . . . . . . . . 5.8-17 Spliced Precast Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.2 WSDOT Criteria for Use of Spliced Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.3 Girder Segment Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.4 Joints Between Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9.5 Review of Shop Plans for Precast Post-tensioned Spliced-girders . . . . . . . . . . . . . 5.9.6 Post-tensioning Notes Precast Post-tensioning Spliced-Girders . . . . . . . . . . . . 5.9-1 5.9-1 5.9-2 5.9-2 5.9-2 5.9-7 5.9-8
5.8
5.9
5.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.99-1 Appendix 5.1-A1 Appendix 5.1-A2 Appendix 5.1-A3 Appendix 5.1-A4 Appendix 5.1-A5 Appendix 5.1-A6 Appendix 5.1-A7 Appendix 5.1-A8 Appendix 5.2-A1 Appendix 5.2-A2 Appendix 5.2-A3 Appendix 5.3-A1 Appendix 5.3-A2 Appendix 5.3-A3 Appendix 5.3-A4 Appendix 5.3-A5 Appendix 5.3-A6 Standard Hooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum Reinforcement Clearance and Spacing for Beams and Columns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reinforcing Bar Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tension Development Length of Deformed Bars . . . . . . . . . . . . . . . . . . . Compression Development Length and Minimum Lap Splice of Grade 60 Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tension Development Length of 90 and 180 Standard Hooks . . . . . . . . Tension Lap Splice Lengths of Grade 60 Bars Class B . . . . . . . . . . . . . Prestressing Strand Properties and Development Length . . . . . . . . . . . . . Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Working Stress Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positive Moment Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Negative Moment Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjusted Negative Moment Case I (Design for M at Face of Support) . . Adjusted Negative Moment Case II (Design for M at 1/4 Point) . . . . . . . . Cast-In-Place Deck Slab Design for Positive Moment Regions c = 4.0 ksi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cast-In-Place Deck Slab Design for Negative Moment Regions c = 4.0 ksi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1-A1-1 5.1-A2-1 5.1-A3-1 5.1-A4-1 5.1-A5-1 5.1-A6-1 5.1-A7-1 5.1-A8-1 5.2-A1-1 5.2-A2-1 5.2-A3-1 5.3-A1-1 5.3-A2-1 5.3-A3-1 5.3-A4-1 5.3-A5-1 5.3-A6-1
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Contents
Page
Appendix 5.3-A7 Appendix 5.3-A8 Appendix 5.6-A1-1 Appendix 5.6-A1-2 Appendix 5.6-A1-3 Appendix 5.6-A1-4 Appendix 5.6-A1-5 Appendix 5.6-A1-6 Appendix 5.6-A1-7 Appendix 5.6-A1-8 Appendix 5.6-A1-9 Appendix 5.6-A1-10 Appendix 5.6-A1-11 Appendix 5.6-A1-12 Appendix 5.6-A1-13 Appendix 5.6-A2-1 Appendix 5.6-A2-2 Appendix 5.6-A2-3 Appendix 5.6-A3-1 Appendix 5.6-A3-2 Appendix 5.6-A3-3 Appendix 5.6-A3-4 Appendix 5.6-A3-5 Appendix 5.6-A3-6 Appendix 5.6-A3-7 Appendix 5.6-A3-8 Appendix 5.6-A3-9 Appendix 5.6-A3-10 Appendix 5.6-A4-1 Appendix 5.6-A4-2 Appendix 5.6-A4-3 Appendix 5.6-A4-4 Appendix 5.6-A4-5 Appendix 5.6-A4-6 Appendix 5.6-A4-7 Appendix 5.6-A4-8 Appendix 5.6-A4-9 Appendix 5.6-A4-10 Appendix 5.6-A4-11 Appendix 5.6-A4-12 Appendix 5.6-A4-13 Appendix 5.6-A4-14 Appendix 5.6-A4-15 Appendix 5.6-A4-16 Appendix 5.6-A4-17 Appendix 5.6-A4-18 Appendix 5.6-A4-19 Appendix 5.6-A4-20 Appendix 5.6-A4-21 Appendix 5.6-A5-1
Slab Overhang Design-Interior Barrier Segment . . . . . . . . . . . . . . . . . . . 5.3-A7-1 Slab Overhang Design-End Barrier Segment . . . . . . . . . . . . . . . . . . . . . . 5.3-A8-1 Span Capability of W Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-1-1 Span Capability of WF Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-2-1 Span Capability of Bulb Tee Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-3-1 Span Capability of Deck Bulb Tee Girders . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-4-1 Span Capability of Slab Girders with 5 CIP Topping . . . . . . . . . . . . . 5.6-A1-5-1 Span Capability of Trapezoidal Tub Girders without Top Flange . . . . . 5.6-A1-6-1 Span Capability of Trapezoidal Tub Girders with Top Flange . . . . . . . 5.6-A1-7-1 Span Capability of Post-tensioned Spliced I-Girders . . . . . . . . . . . . . . 5.6-A1-8-1 Span Capability of Post-tensioned Spliced Tub Girders . . . . . . . . . . . . 5.6-A1-9-1 I-Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-1 Short Span and Deck Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-2 Spliced Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-3 Tub Girder Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A1-4 Single Span Prestressed Girder Construction Sequence . . . . . . . . . . . . 5.6-A2-1 Multiple Span Prestressed Girder Construction Sequence . . . . . . . . . . . 5.6-A2-2 Raised Crossbeam Prestressed Girder Construction Sequence . . . . . . . . 5.6-A2-3 W42G Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-1 W42G Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-2 W50G Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-3 W50G Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-4 W58G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-5 W58G Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-6 W58G Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-7 W74G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-8 W74G Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-9 W74G Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A3-10 WF Girder Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-1 WF36G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-2 WF42G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-3 WF50G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-4 WF58G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-5 WF66G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-6 WF74G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-7 WF83G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-8 WF95G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-9 WF100G Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-10 WF Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-11 WF Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-12 Additional Extended Strands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-13 End Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-14 L Abutment End Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-15 Flush Diaphragm at Intermediate Pier Details . . . . . . . . . . . . . . . . . . 5.6-A4-16 Recessed Diaphragm at Intermediate Pier Details . . . . . . . . . . . . . . . 5.6-A4-17 Hinge Diaphragm at Intermediate Pier Details . . . . . . . . . . . . . . . . . . 5.6-A4-18 Partial Intermediate Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-19 Full Intermediate Diaphragm Details . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-20 I Girder Bearing Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A4-21 W32BTG Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-1
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Chapter 5
Page
Appendix 5.6-A5-2 Appendix 5.6-A5-3 Appendix 5.6-A5-4 Appendix 5.6-A5-5 Appendix 5.6-A6-1 Appendix 5.6-A6-2 Appendix 5.6-A6-3 Appendix 5.6-A8-1 Appendix 5.6-A8-2 Appendix 5.6-A8-3 Appendix 5.6-A8-4 Appendix 5.6-A8-5 Appendix 5.6-A8-6 Appendix 5.6-A8-7 Appendix 5.6-A8-8 Appendix 5.6-A8-9 Appendix 5.6-A8-10 Appendix 5.6-A9-1 Appendix 5.6-A9-2 Appendix 5.6-A9-3 Appendix 5.6-A9-4 Appendix 5.6-A9-5 Appendix 5.6-A9-6 Appendix 5.6-A9-7 Appendix 5.6-A9-8 Appendix 5.6-A9-9 Appendix 5.6-A10-1 Appendix 5.9-A1-1 Appendix 5.9-A1-2 Appendix 5.9-A1-3 Appendix 5.9-A1-4 Appendix 5.9-A1-5 Appendix 5.9-A2-1 Appendix 5.9-A2-2 Appendix 5.9-A2-4 Appendix 5.9-A3-1 Appendix 5.9-A3-2 Appendix 5.9-A3-4 Appendix 5.9-A4-1 Appendix 5.9-A4-2 Appendix 5.9-A4-3 Appendix 5.9-A4-4 Appendix 5.9-A4-5 Appendix 5.9-A4-6 Appendix 5.9-A4-7 Appendix 5.9-A4-8 Appendix 5.9-A5-1 Appendix 5.9-A5-2 Appendix 5.9-A5-3 Appendix 5.9-A5-4
W38BTG Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-2 W62BTG Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-3 Bulb Tee Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-4 Bulb Tee Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A5-5 Deck Bulb Tee Girder Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A6-1 Deck Bulb Tee Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A6-2 Deck Bulb Tee Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A6-3 Slab Girder Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-1 12 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-2 18 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-3 26 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-4 30 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-5 36 Slab Girder Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-6 Slab Girder Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-7 Slab Girder Fixed Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-8 Slab Girder Hinge Diaphragm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-9 Slab Girder End Pier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A8-10 Tub Girder Schedule and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-1 Tub Girder Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-2 Tub Girder Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-3 Tub Girder Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-4 Tub Girder End Diaphragm on Girder Details . . . . . . . . . . . . . . . . . . . 5.6-A9-5 Tub Girder Raised Crossbeam Details . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-6 Tub S-I-P Deck Panel Girder End Diaphragm on Girder Details . . . . . . 5.6-A9-7 Tub S-I-P Deck Panel Girder Raised Crossbeam Details . . . . . . . . . . . . 5.6-A9-8 Tub Girder Bearing Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A9-9 SIP Deck Panel Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6-A10-1 WF74PTG Spliced Girders Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-1 WF74PTG Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-2 Spliced Girder Details 3 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-3 WF74PTG Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-4 Spliced Girder Details 5 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A1-5 WF83PTG Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A2-1 WF83PTG Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A2-2 WF83PTG Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A2-3 WF95PTG Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A3-1 WF95PTG Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A3-2 WF95PTG Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . 5.9-A3-3 Tub Spliced Girder Miscellaneous Bearing Details . . . . . . . . . . . . . . . 5.9-A4-1 Tub Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-2 Tub Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-3 Tub Spliced Girder Details 3 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-4 Tub Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-5 Tub Spliced Girder Details 5 of 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9-A4-6 Tub Spliced Girder End Diaphragm on Girder Details . . . . . . . . . . . . . 5.9-A4-7 Tub Spliced Girder Raised Crossbeam Details . . . . . . . . . . . . . . . . . . . 5.9-A4-8 Tub SIP Deck Panel Spliced Girder Details 1 of 5 . . . . . . . . . . . . . . . . 5.9-A5-1 Tub SIP Deck Panel Spliced Girder Details 2 of 5 . . . . . . . . . . . . . . . . 5.9-A5-2 Tub SIP Deck Panel Spliced Girder Details 3 of 5 . . . . . . . . . . . . . . . . 5.9-A5-3 Tub SIP Deck Panel Spliced Girder Details 4 of 5 . . . . . . . . . . . . . . . . 5.9-A5-4
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Page
Appendix 5.9-A5-5 Appendix 5.9-A5-6 Appendix 5.9-A5-7 Appendix 5-B1 Appendix 5-B2 Appendix 5-B3 Appendix 5-B4 Appendix 5-B5 Appendix 5-B6 Appendix 5-B7 Appendix 5-B8 Appendix 5-B9 Appendix 5-B10 Appendix 5-B11 Appendix 5-B12 Appendix 5-B13 Appendix 5-B14 Appendix 5-B15
Tub SIP Deck Panel Spliced Girder Details 5 of 5 . . . . . . . . . . . . . . . . 5.9-A5-5 Tub SIP Deck Panel Girder End Diaphragm on Girder Details . . . . . . . 5.9-A5-6 Tub SIP Deck Panel Girder Raised Crossbeam Details . . . . . . . . . . . . . 5.9-A5-7 A Dimension for Precast Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . 5-B1-1 Vacant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B2-1 Existing Bridge Widenings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B3-1 Post-tensioned Box Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B4-1 Simple Span Prestressed Girder Design . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B5-1 Cast-in-Place Slab Design Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B6-1 Precast Concrete Stay-in-place (SIP) Deck Panel . . . . . . . . . . . . . . . . . . . . 5-B7-1 W35DG Deck Bulb Tee 48" Wide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B8-1 Prestressed Voided Slab with Cast-in-Place Topping . . . . . . . . . . . . . . . . . 5-B9-1 Positive EQ Reinforcement at Interior Pier of a Prestressed Girder . . . . . 5-B10-1 LRFD Wingwall Design Vehicle Collision . . . . . . . . . . . . . . . . . . . . . . . . . 5-B11-1 Flexural Strength Calculations for Composite T-Beams . . . . . . . . . . . . . . 5-B12-1 Strut-and-Tie Model Design Example for Hammerhead Pier . . . . . . . . . . 5-B13-1 Shear and Torsion Capacity of a Reinforced Concrete Beam . . . . . . . . . . 5-B14-1 Sound Wall Design Type D-2k . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-B15-1
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Chapter 5
5.0General
Concrete Structures
The provisions in this section apply to the design of cast-in-place (CIP) and precast concrete structures. Design of concrete structures shall be based on the requirements and guidance cited herein and in thecurrent AASHTO LRFD Bridge Design Specifications, AASHTO Guide Specifications for LRFD Seismic Bridge Design, WSDOT General and Bridge Special Provisions and the WSDOT Standard Specifications for Road, Bridge, and Municipal Construction M.
Page 5.0-1
Concrete Structures
Chapter 5
Page 5.0-2
Chapter 5
Concrete Structures
5.1Materials
5.1.1Concrete
A. Strength of Concrete Pacific NW aggregates have consistently resulted in excellent concrete strengths, which may exceed 10,000 psi in 28 days. Specified concrete strengths should be rounded tothe next highest 100 psi. 1. CIP Concrete Bridges Since conditions for placing and curing concrete for CIP components are not as controlled as they are for precast bridge components, Class 4000 concrete is typically used. Where significant economy can be gained or structural requirements dictate, Class 5000 concrete may be used with the approval of the Bridge Design Engineer, Bridge Construction Office, and MaterialsLab. 2. Precast Girders Nominal 28-day concrete strength ('c) for precast girders is 7,000 psi. Where higher strengths would eliminate a line of girders, a maximum of 10,000 psi can be specified. The minimum concrete compressive strength at release ('ci) for each prestressed girder shall be shown in the plans. For high strength concrete, the compressive strength at release shall belimited to7,500 psi. Release strengths of up to 8,500 psi can be achieved with extended curingfor special circumstances.
B. Classes of Concrete 1. Class 3000 Used in large sections with light to nominal reinforcement, mass pours, sidewalks, curbs, gutters, and nonstructural concrete guardrail anchors, luminaire bases. 2. Class 4000 Used in CIP post-tensioned or conventionally reinforced concrete box girders, slabs, traffic and pedestrian barriers, approach slabs, footings, box culverts, wing walls, curtain walls, retaining walls, columns, andcrossbeams. 3. Class 4000A Used for bridge approach slabs. 4. Class 4000D Used for all CIP bridge decks unless otherwise approved by the WSDOT Bridge Design Engineer. 5. Class 4000P Used for CIP pile and shaft. 6. Class 4000W Used underwater in seals. 7. Class 5000 or Higher Used in CIP post-tensioned concrete box girder construction or in other special structural applications if significant economy can be gained or structural requirements dictate. Class 5000 concrete is available within a 30-mile radius of Seattle, Spokane, and Vancouver. Outside this 30-mile radius, concrete suppliers may not have the quality control procedures and expertise to supply Class 5000 concrete.
Page 5.1-1
Concrete Structures
Chapter 5
The 28-day compressive design strengths ('c) are shown in Table 5.1.1-1.
Classes of Concrete COMMERCIAL 3000 4000, 4000A, 4000D 4000W 4000P 5000 6000
*40 percent reduction from Class 4000. **15 percent reduction from Class 4000 for piles and shafts.
C. Relative Compressive Concrete Strength 1. During design or construction of a bridge, it is necessary to determine the strength of concrete at various stages of construction. For instance, Section 6-02.3(17)J of the WSDOT Standard Specifications discusses the time at which falsework and forms can be removed to various percentages of the concrete design strength. Occasionally, construction problems will arise which require a knowledge of the relative strengths of concrete at various ages. Table 5.1.1-2 shows the approximate values of the minimum compressive strengths of different classes of concrete at various ages. If the concrete has been cured under continuous moist curing at an average temperature, it can be assumed that these values have been developed. 2. Curing of the concrete (especially in the first 24 hours) has a very important influence on the strength development of concrete at all ages. Temperature affects the rate at which the chemical reaction between cement and water takes place. Loss of moisture can seriously impair the concrete strength. 3. If test strength is above or below that shown in Table 5.1.1-2, the age at which the design strength will be reached can be determined by directproportion. For example, if the relative strength at 10 days is 64 percent instead of the minimum 70 percent shown in Table 5.1.1-2, the time it takes to reach the design strength can be determined asfollows: Let x = relative strength to determine the age at which the concrete will reach the design strength
100 110 64 70
(5.1.1-1)
Page 5.1-2
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Concrete Structures
Age Days 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
Relative Strength % 35 43 50 55 59 63 67 70 73 75 77 79 81 83 85 87 89
Class 5000 ksi 1.75 2.15 2.50 2.75 2.95 3.15 3.35 3.5 3.65 3.75 3.85 3.95 4.05 4.15 4.25 4.35 4.45
Class 4000 ksi 1.40 1.72 2.00 2.20 2.36 2.52 2.68 2.80 2.92 3.00 3.08 3.16 3.24 3.32 3.34 3.48 3.56
Class 3000 ksi 1.05 1.29 1.50 1.65 1.77 1.89 2.01 2.10 2.19 2.25 2.31 2.37 2.43 2.49 2.55 2.61 2.67
Relative Strength % 91 93 94 95 96 97 98 99 100 102 110 115 120 125 129 131 133
Class 5000 ksi 4.55 4.65 4.70 4.75 4.80 4.85 4.90 4.95 5.00 5.10 5.50 5.75 6.00 6.25 6.45 6.55 6.70
Class 4000 ksi 3.64 3.72 3.76 3.80 3.84 3.88 3.92 3.96 4.00 4.08 4.40 4.60 4.80 5.00 5.16 5.24 5.40
Class 3000 ksi 2.73 2.79 2.82 2.85 2.88 2.91 2.94 2.97 3.00 3.06 3.30 3.45 3.60 3.75 3.87 3.93 4.00
Relative and Compressive Strength of Concrete D. Modulus of Elasticity The modulus of elasticity shall be determined as specified in AASHTO LRFD 5.4.2.4. For calculation of the modulus of elasticity, the unit weight of plain concrete (wc) shallbe taken as 0.155 kcf for precast pretensioned or post-tensioned spliced girders and 0.150 kcf fornormal-weight concrete. Thecorrection factor (K1) shall normally be taken as 1.0. E. Creep The creep coefficient shall be calculated per AASHTO LRFD 5.4.2.3.2. The relative humidity, H, may be taken as 75 percent for standard conditions. The maturity of concrete, t, may be taken as 2,000 days for standard conditions. The volume-to-surface ratio, V/S, is given in Table5.6.11 for standard WSDOTgirders. In determining the maturity of concrete at initial loading, ti, one day of accelerated curing by steam orradiant heat may be taken as equal to seven days of normal curing. The final deflection is a combination of the elastic deflection and the creep effect associated with 5.1.11 below. 11 given loads shown by the equation
5.1.12 1
(5.1.1-2)
Figure 5.1.1-1 provides creep coefficients for a range of typical initial concrete strength values, ci, as 5.1.31 12 . The figure uses a volume-to-surface, a function of time from initial seven day steam cure (ti=7days). V/S, ratio of 3.3 as an average for girders and relative humidity, H, equal to 75 percent. 5.1.32
5.1.3-3
5.1.3-4
then
Concrete Structures
Chapter 5
( t , 7day , 5ksi) ( t , 7day , 6ksi) ( t , 7day , 7ksi) ( t , 7day , 8ksi) ( t , 7day , 9ksi) ( t , 7day , 10ksi) ( t , 7day , 11ksi) ( t , 7day , 12ksi) 0.5 0.75 1
1.5 10
2 10
Figure 5.1.1-1 p. 1 /1
JLBeaver/BSA
F. Shrinkage Concrete shrinkage strain, sh, shall be calculated per AASHTO LRFD. G. Grout Grout is usually a prepackaged cement based grout or nonshrink grout that is mixed, placed, and cured as recommended by the manufacturer. It is used under steel base plates for both bridge bearings and luminaries or sign bridge bases. Should the grout pad thickness exceed 4, steel reinforcement shall be used. For design purposes, the strength of the grout, if properly cured, can be assumed to be equal to or greater than that of the adjacent concrete but not greater than 4000 psi. Nonshrink grout isused in keyways between precast prestressed tri-beams, double-tees, and deck bulb tees (seeStandardSpecifications Section 6-02.3(25)O for deck bulb tee exception). H. Mass Concrete Mass concrete is any volume of concrete with dimensions large enough to require that measures be taken to cope with the generation of heat from hydration of the cement and attendant volume change to minimize cracking. Temperature-related cracking may be experienced in thicksection concrete structures, including spread footings, pile caps, bridge piers, crossbeams, thick walls, and other structures as applicable. Concrete placements with least dimension greater than 6 feet should be considered mass concrete, although smaller placements with least dimension greater than 3 feet may also have problems with heat generation effects. Shafts need not be considered mass concrete. The temperature of mass concrete shall not exceed 160F. The temperature difference between the geometric center of the concrete and the center of nearby exterior surfaces shall not exceed 35F. Designers could mitigate heat generation effects by specifying construction joints and placement intervals. Designers should consider requiring the Contractor to submit a thermal control plan, which may include such things as: 1. Temperature monitors and equipment. 2. Insulation.
Page 5.1-4 WSDOT Bridge Design Manual M 23-50.12 August 2012
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Concrete Structures
3. Concrete cooling before placement. 4. Concrete cooling after placement, such as by means of internal cooling pipes. 5. Use of smaller, less frequent placements. 6. Other methods proposed by the Contractor and approved by the Engineer. Concrete mix design optimization, such as using low-heat cement, fly ash or slag cement, low-water/ cement ratio, low cementitious materials content, larger aggregate, etc. is acceptable as long as the concrete mix meets the requirements of the Standard Specifications for the specified concrete class. The ACI Manual of Concrete Practice Publication 207 and specifications used for the Tacoma Narrows Bridge Project suspension cable anchorages (2003-2006) can be used as references.
I. Self-Consolidating Concrete (SCC) Self-consolidating concrete (SCC) shall not be used in structural members. SCC may be used for other applications such as precast noise wall panels, barriers, three-sided structures, etc. as described in Standard Specifications 6-02.3(27). Designers shall consider potential effects on mechanical and visco-elastic properties including lower modulus of elasticity, higher creep coefficient, higher shrinkage strain, longer bond transfer and development lengths of strands, flexural and shear strengths, etc.25
J. Shotcrete Shotcrete could be used as specified in WSDOT Standard Plans. Shotcrete may not be suitable for some critical applications unless approved by the Engineer of Record. Substitution of CIP conventional concrete in the contract document with shotcrete needs the approval of the Engineer of Record. Some of the shortfalls of shotcrete as compared to conventional CIP concrete include: Durability Conventional concrete is placed in forms and vibrated for consolidation. Shotcrete, whether placed by wet or dry material feed, is pneumatically applied to the surface and is not consolidated as conventional concrete. Due to the difference in consolidation, permeability can be affected. Ifthe permeability is not low enough, the service life of the shotcrete will be affected and may not meet the minimum of 75 years specified for conventional concretes. Observation of some projects indicates the inadequate performance of shotcrete to properly hold back water. This results in leaking and potential freezing, seemingly at a higher rate than conventional concrete. Due to the method of placement of shotcrete, air entrainment is difficult tocontrol. This leads to less resistance of freeze/thaw cycles. Cracking There is more cracking observed in shotcrete surfaces compared to conventional concrete. Excessive cracking in shotcrete could be attributed to its higher shrinkage, method of curing, andlesser resistance to freeze/thaw cycles. The shotcrete cracking is more evident when structure is subjected to differential shrinkage. Corrosion Protection The higher permeability of shotcrete places the steel reinforcement (whether mesh or bars) ata higher risk of corrosion than conventional concrete applications. Consideration for corrosion protection may be necessary for some critical shotcrete applications. Safety Carved shotcrete and shotcrete that needs a high degree of relief to accent architectural features lead to areas of 4-6 of unreinforced shotcrete. These areas can be prone to an accelerated rate ofdeterioration. This, in turn, places pedestrians, bicyclists, and traffic next to the wall at risk of falling debris. Visual Quality and Corridor Continuity As shotcrete is finished by hand, standard architectural design, as defined in the WSDOT Design Manual M 22-01, typically cannot be met. This can create conflicts with the architectural guidelines developed for the corridor. Many times the guidelines are developed with public input. If the guidelines are not met, the public develops a distrust of the process. In other cases, the use of faux rock finishes, more commonly used by the private sector, can create the perception of the misuse of public funds.
Page 5.1-5
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Chapter 5
K. Lightweight Aggregate Concrete Lightweight aggregate concrete may be used for precast and CIP members upon approval of the WSDOT Bridge Design Engineer.
0.15( ) 0.75 = 0.75 + 0.15( ) 0.9 0.75 = 0.75 + ( ) 0.9 ( ) 0.003 Where: 0.003 0.003 + nominal steel at resistance t = net tensile strain in the extreme tension 0.003 + cl = compression-controlled strain limit in the extreme tension steel (in./in.) tl = tension-controlled strain limit in the extreme tension steel (in./in.)
5.1.3-2 5.1.3-2
For sections subjected to axial load with flexure, factored resistances are determined by single value of . Compression-controlled multiplying both Pn and Mn by the appropriate 1 1 defined = 12[ ] 5.1.3-1 and tension-controlled sections are as those that have net tensile strain in the extreme ] [ = 12 0 . 9 5.1.3-1 0.9 tension steel at nominal strength less than or equal to the compression-controlled strain limit,
+ = = +
+ +
5.1.3-2 WhereB
multiplying both Pn and Mn by the appropriate single value of . Compression-controlled and tension-controlled sections are defined as those that have net tensile strain in the extreme tension Chapter 5 Concrete Structures steel at nominal strength less than or equal to the compression-controlled strain limit, and equal to or greater than the tension-controlled strain limit, respectively. For sections with net tensile and equal toor greater than the tension-controlled strain limit, respectively. For sections with strain t in the extreme tension steel at nominal strength between the above limits, the value of net tensile strain t in the extreme tension steel at nominal strength between the above limits, may be determined by linear interpolation, as shown in Figure 1. the value of may be determined by linear interpolation, as shown in Figure 5.1.2-1.
b. Modifications to General Assumptions for Strength and Extreme Event Limit States (AASHTO LRFD Bridge Design Specifications 5.7.2.1) Sections are compression-controlled when the net tensile strain in the extreme tension steel is equal to or less than the compression-controlled strain limit, cl, at the time the concrete in compression reaches its assumed strain limit of 0.003. The compression-controlled strain limit is the net tensile strain in the reinforcement at balanced strain conditions. For Grade60 reinforcement, and for all prestressed reinforcement, the compression-controlled strain limit may be set equal to cl = 0.002. For nonprestressed reinforcing steel with a specified minimum yield strength of 80.0 ksi, the compression-controlled strain limit may be taken as cl = 0.003. For nonprestressed reinforcing steel with a specified minimum yield strength between 60.0 and 80.0ksi, the compression controlled strain limit may be determined by linear interpolation based on specified minimum yield strength. Sections are tension-controlled when the net tensile strain in the extreme tension steel is equal toor greater than the tension-controlled strain limit, tl, just as the concrete in compression reaches its assumed strain limit of 0.003. Sections with net tensile strain in the extreme tension steel between the compression-controlled strain limit and the tension-controlled strain limit constitute a transition region between compression-controlled and tension-controlled sections. The tension-controlled strain limit, tl, shall be taken as 0.0056 for nonprestressed reinforcing steel with a specified minimum yield strength, fy = 80.0 ksi.
Page 5.1-7
Concrete Structures
In the approximate flexural resistance equations fy and fy may replace fs and fs, respectively, subject to the following conditions: 0.15( ) 0.75 = 0.75 + 0.9 (calculation, fy may replace fs when, using fy in the the resulting ratio c/ds does not exceed: )
0.003 0.003 +
0.75 = 0.75 +
0.25( ) 1.0 ( )
Chapter 5
Where: c = distance from the extreme compression fiber to the neutral axis (in.) ds = distance from extreme compression fiber to the centroid of the nonprestressed tensile reinforcement (in.) 1 ] compression-controlled strain limit as defined above. 5.1.3-1 = 12[ cl = 0.9 If c/d exceeds this limit, strain compatibility shall be used to determine the stress in the mild steel tension reinforcement. + 5.1.3-2 = + f y may replace fs when, using fy in the calculation, if c 3ds, and fy 60.0 ksi. If c<3ds, or fy > 60.0 ksi, strain compatibility shall be used to determine the stress in the compression 5.1.3-2 WhereA mild steel reinforcement. Alternatively, the compression reinforcement may be conservatively ignored, i.e., As = 0. 5.1.3-2 WhereB When using strain compatibility, the calculated stress in the nonprestressed reinforcing steel 2 taken as greater than the specified may = not be 5.1.3-3 For girders within the effective width minimum yield strength.
5.1.3-4
Values the compression- and tension-controlled strain limits are given in Table 5.1.2-1 for 5.1.4-1: = of common values of specified minimum yield strengths.
When using the approximate flexural resistance equations it is important to assure that both the tension and compression mild steel reinforcement are yielding to obtain accurate results. = For girders outside the effective width 3 The current limit on c/ds assures that the mild tension steel will be at or near yield. The ratio assures that mild compression steel with fy 60.0 ksi will yield. For yield strengths c 3d s If = strain above 60.0 ksi,then the yield is close to or exceeds 0.003, so the compression steel may not yield. It is conservative to ignore the compression steel when calculating flexural resistance. =or < either In If cases where the tension compression steel does not yield, it is more accurate to then + use a method based on the conditions of equilibrium and strain compatibility to determine the flexural resistance. For Grade 40 reinforcement the compression-controlled strain limit may = + be set equal to cl = 0.0014.
2 Specified Minimum
5.1.4-2:
5.1.4-3: 5.1.4-4:
= 1 (+)
60
c. Modifications to Development of Reinforcement (AASHTO LRFD Bridge Design Specifications5.11.2) Development lengths shall be calculated using the specified minimum yield strength of the reinforcing steel. Reinforcing steel with a specified minimum yield strength up to 80 ksi ispermitted. For straight bars having a specified minimum yield strength greater than 75 ksi, transverse reinforcement satisfying the requirements of AASHTO LRFD Bridge Design Specifications 5.8.2.5 for beams and 5.10.6.3 for columns shall be provided over the required development length. Confining reinforcement is not required for slabs or decks.
WSDOT Bridge Design Manual M 23-50.12 August 2012
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Chapter 5
Concrete Structures
For hooks in reinforcing bars having a specified minimum yield strength greater than 60ksi, ties satisfying the requirements of AASHTO LRFD Bridge Design Specifications 5.11.2.4.3 shall be provided. For hooks not located at the discontinuous end of a member, the modification factors of AASHTO LRFD Bridge Design Specifications 5.11.2.4.2 may beapplied.
d. Modifications to Splices of Bar Reinforcement (AASHTO LRFD Bridge Design Specifications5.11.5) For lap spliced bars having a specified minimum yield strength greater than 75 ksi, transverse reinforcement satisfying the requirements of AASHTO LRFD Bridge Design Specifications 5.8.2.5 for beams and 5.10.6.3 for columns shall be provided over the required splice length. Confining reinforcement is not required for slabs or decks.
B. Sizes Reinforcing bars are referred to in the contract plans and specifications by number and vary in size from #3 to #18. For bars up to and including #8, the number of the bar coincides with the bar diameter in eighths of an inch. The #9, #10, and #11 bars have diameters that provide areas equal to 1 1 square bars, 1 1 square bars and 1 1 square bars respectively. Similarly, the #14 and #18 bars correspond to 1 1 and 2 2 square bars, respectively. Appendix5.1-A3 shows the sizes, number, and various properties ofthe types of bars used in Washington State. C. Development 1. Tension Development Length Development length or anchorage of reinforcement is required on both sides of a point of maximum stress at any section of a reinforced concrete member. Development of reinforcement in tension shall be per AASHTO LRFD 5.11.2.1. Appendix 5.1-A4 shows the tension development length for both uncoated and epoxy coated Grade 60 bars for normal weight concrete with specified strengths of 3,000 to 6,000 psi.
2. Compression Development Length Development of reinforcement in compression shall be per AASHTO LRFD 5.11.2.2. The basic development lengths for deformed bars in compression are shown in Appendix 5.1-A5. These values may be modified as described in AASHTO. However, the minimum development length shall be 1-0. 3. Tension Development Length of Standard Hooks Standard hooks are used to develop bars in tension where space limitations restrict the use of straight bars. Tension development length of90& 180 standard hooks are shown in Appendix5.1-A6. D. Splices Three methods are used to splice reinforcing bars: lap splices, mechanical splices, and welded splices. The Contract Plans shall clearly show the locations and lengths of splices. Splices shall be per AASHTO LRFD 5.11.5. Lap splicing of reinforcing bars is the most common method. No lap splices, for either tension or compression bars, shall be less than 2-0. 1. Tension Lap Splices Many of the same factors which affect development length affect splices. Consequently, tension lap splices are a function of the bars development length, ld. There are three classes of tension lap splices: Class A, B, and C. Designers are encouraged to splice bars atpoints of minimum stress and to stagger lap splices along the length of the bars. Appendix 5.1-A7 shows tension lap splices for both uncoated and epoxy coated Grade 60 bars fornormal weight concrete with specified strengths of 3,000 to 6,000 psi.
2. Compression Lap Splices The compression lap splices shown in Appendix 5.1-A5 are for concrete strengths greater than 3,000 psi. If the concrete strength is less than 3,000 psi, the compression lap splices shall be increased by one third. Note that when two bars of different diameters are lap spliced, the length of the lap splice shall be the larger of the lap splice for thesmaller bar or the development length of the larger bar.
Page 5.1-9
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3. Mechanical Splices Mechanical splices are proprietary splicing mechanisms. The requirements for mechanical splices are found in AASHTO LRFD 5.5.3.4 and 5.11.5.2.2. 4. Welded Splices ASHTO LRFD 5.11.5.2.3 describes the requirements for welded splices. Onmodifications to existing structures, welding of reinforcing bars may not be possible because of the nonweldability of some steels. E. Hooks and Bends For hook and bend requirements, see AASHTO LRFD 5.10.2. Standard hooks and bend radii are shown in Appendix 5.1-A1. F. Fabrication Lengths Reinforcing bars are available in standard mill lengths of 40 for bar sizes #3 and #4 and 60 for bar sizes of #5 and greater. Designers shall limit reinforcing bar lengths to the standard mill lengths. Because of placement considerations, designers should consider limiting the overall lengths ofbar size #3 to 30 and bar size #5 to 40. Spirals of bar sizes #4 through #6 are available on 5,000 lb coils. Spirals should be limited to amaximum bar size of #6.
G. Placement Placement of reinforcing bars can be a problem during construction. Sometimes it may be necessary to make a large scale drawing of reinforcement to look for interference and placement problems in confined areas. If interference is expected, additional details are required in the contract plans showing how to handle the interference and placement problems. Appendix 5.1-A2 shows the minimum clearance and spacing of reinforcement for beams and columns. H. Joint and Corner Details 1. T-Joint The forces form a tension crack at 45 in the joint. Reinforcement as shown in Figure5.1.2-2 ismore than twice as effective in developing the strength of the corner than if the reinforcement was turned 180. 2. Normal Right Corners Corners subjected to bending as shown in Figure 5.1.2-3 will crack radially in the corner outside of the main reinforcing steel. Smaller size reinforcing steel shall be provided in the corner to distribute the radial cracking. 3. Right or Obtuse Angle Corners Corners subjected to bending as shown in Figure 5.1.2-4 tend to crack at the reentrant corner and fail in tension across the corner. If not properly reinforced, the resisting corner moment may be less than the applied moment. Reinforced as shown in Figure 5.1.2-4, but without the diagonal reinforcing steel across the corner, the section will develop 85 percent of the ultimate moment capacity of the wall. If the bends were rotated 180, only 30 percent of the wall capacity would be developed. Adding diagonal reinforcing steel across the corner, approximately equal to 50 percent of the main reinforcing steel, will develop the corner strength to fully resist the applied moment. Extend the diagonal reinforcement past the corner each direction for anchorage. Since this bar arrangement will fully develop the resisting moment, a fillet in the corner is normally unnecessary.
Page 5.1-10
Adding diagonal reinforcing steel across the corner, approximately equal to 50% of the main reinforcing steel, will develop the corner strength to fully resist the applied moment. Extend the Chapter 5 Concrete Structures diagonal reinforcement past the corner each direction for anchorage. Since this bar arrangement will fully develop the resisting moment, a fillet in the corner is normally unnecessary.
I. Welded Wire Reinforcement in Precast Prestressed Girders Welded wire reinforcement can be J. used to replace mild steel reinforcement in precast prestressed girders. Welded wire reinforcement 5.4.3, 5.8.2.6, 5.8.2.8, C.5.8.2.8, 5.10.6.3, shall meet all AASHTO requirements (see AASHTO LRFD 5.4.3, 5.8.2.6, 5.8.2.8, C.5.8.2.8, 5.10.6.3, 5.10.7, 5.10.8, 5.11.2.6.3, etc.). 5.10.7, 5.10.8, 5.11.2.6.3, etc.). The yield strength shall be greater than or equal to 60 ksi. 60 ksi. The design yield strength shall be 60 ksi. 60 ksi. The deformed. Welded wire reinforcement shall have the same area Welded wire reinforcement shall be deformed. and spacing as the mild steel reinforcement that it replaces.
Shear stirrup longitudinal wires (tack welds) shall be excluded from the web of the girder and are limited to the flange areas as described in AASHTO LRFD 5.8.2.8. Longitudinal wires for anchorage of welded wire reinforcement shall have an area of 40 percent or more of the area of the wire being Page 5.1-8 WSDOT anchored as described in ASTM A497 but shall not be less than D4. Bridge Design Manual M 23-50.06
July 2011
All WSDOT designs are based on low relaxation strands using either 0.5 or 0.6 diameter strands for girders, and or 7/16 diameter strands for stay-in-place precast deck panels. Properties of uncoated and epoxy-coated prestressing stands are shown in Appendix 5.1-A8. 0.62 and 0.7 diameter strands may be used for top temporary strands in precast girders.
B. Allowable Stresses Allowable stresses for prestressing steel are as listed in AASHTO LRFD 5.9.3. C. Prestressing Strands Standard strand patterns for all types of WSDOT prestressed girders are shown throughout Appendix5.6-A and Appendix 5.9-A. 1. Straight Strands The position of the straight strands in the bottom flange is standardized for each girder type. 2. Harped Strands The harped strands are bundled between the harping points (the 0.4 and 0.6 points of the girder length). The girder fabricator shall select a bundle configuration that meets plan centroid requirements.
Page 5.1-11
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Chapter 5
There are practical limitations to how close the centroid of harped strands can be to the bottom of a girder. The minimum design value for this shall be determined using the following guide: Up to 12 harped strands are placed in a single bundle with the centroid 4 above the bottom of the girder. Additional strands are placed in twelve-strand bundles with centroids at 2 spacing vertically upwards. At the girder ends, the strands are splayed to a normal pattern. The centroid of strands at both the girder end and the harping point may be varied to suit girder stress requirements. The slope of any individual harped strands shall not be steeper than 8 horizontal to 1 vertical for 0.6 diameter strands, and 6 horizontal to 1 vertical for 0.5 diameter strands. The harped strand exit location at the girder ends shall be held as low as possible while maintaining the concrete stresses within allowable limits.
3. Temporary Strands Temporary strands in the top flanges of girders may be required for shipping (see Section 5.6.3). These strands may be pretensioned and bonded only for the end 10 feet of the girder, or may be post-tensioned prior to lifting the girder from the form. These strands can be considered in design to reduce the required transfer strength, to provide stability during shipping, and to reduce the A dimension. These strands must be cut before the CIP intermediate diaphragms areplaced. D. Development of Prestressing Strand 1. General Development of prestressing strand shall be as described in AASHTO LRFD 5.11.4. The development length of bonded uncoated & coated prestressing strands are shown in Appendix5.1-A8.
2. Partially Debonded Strands Where it is necessary to prevent a strand from actively supplying prestress force near the end of a girder, it shall be debonded. This can be accomplished by taping a close fitting PVC tube to the stressed strand from the end of the girder to some point where the strand can be allowed to develop its load. Since this is not a common procedure, it shall be carefully detailed on the plans. It is important when this method is used in construction that the taping of the tube is done in such a manner that concrete cannot leak into the tube and provide an undesirable bond of thestrand. Partially debonded strands shall meet the requirements of AASHTO LRFD 5.11.4.3. 3. Strand Development Outside of Girder Extended bottom prestress strands are used to connectthe ends of girders with diaphragms and resist loads from creep effects, shrinkage effects, and positive moments. Extended strands must be developed in the short distance within the diaphragm (between two girder ends at intermediate piers). This is normally accomplished by requiring strand chucks and anchors as shown in Figure 5.1.3-1. Strand anchors are normally installed at 1-9 from the girder ends. The number of extended strands shall not exceed one-half of the total number of straight strands in the girder and shall not be less than four. The designer shall calculate the number of extended straight strands needed to develop the required capacity at the end of the girder.
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Concrete Structures
For fixed intermediate piers at the Extreme Event I limit state, the total number of extended strands for each girder end shall not be less than:
1 1
(5.1.3-1)
Where: Msei = Moment due to overstrength plastic moment capacity of the column and associated overstrength plastic shear, either within or outside the effective width, per girder, kip-ft Moment due to superimposed dead loads (traffic barrier, sidewalk, etc.) MSIDL = per girder, kip-ft Span moment distribution factor as shown in Figure 5.1.3-2 (use maximum K = of K1 and K2) Aps = Area of each extended strand, in2 py = Yield strength of prestressing steel specified in AASHTO LRFD Table 5.4.4.1-1, ksi 5.1.11 = 11 Distance from top of deck slab to c.g. of extended strands, in d 5.1.11 11 = Flexural resistance factor, 1.0
12 12 .
.
= x Plastic moment at top of column, kip-ft x overstrength 100 100 x x 100 100 5.1.11 Therefore, xat 5.1.11 Therefore, xx 110% base 5.1.11 Therefore, 110% 110% = Plastic overstrength moment of column, kip-ft 70 64 70 64 70 64 64 70 h = Distance from top of column to c.g. of superstructure, ft 1 t, determine ti 1 5.1.12 5.1.12 5.1.3-3 For girders within the effective width t, t 0 total elastic 1 t, ti 5.1.12 = Column clear height used to overstrength shear associated with the L total elastic ii total elastic total elastic c 5.1.3-3 x For girders within the effective width Therefore, 110% overstrength moments, ft herefore, x 110% For girders 12 5.1.3-4 outside the effective 5.1.31 12 width deck 12 5.1.31 5.1.31 precast, . 5.1.3-4 For girders outside the effective width . For prestressed girders with cast-in-place slabs, two-thirds of the plastic hinging . elastic 1 t, ti . moment the superstructure shall be resisted by girders within the effective width. at the c.g. of ti 5.1.3 5 If c 1 t, then 5.1.35 If outside the effective width. The plastic then remaining one-third shall be resisted by girders 5.1.32 12 The 5.1.32 5.1.32 . hinging moment per girder is calculated using the following: then 5.1.3 6 If then 5.1.3 6 If
5.1.32WhereB 5.1.32WhereB
5.1.32WhereA 5.1.32WhereA
Where:
(5.1.3-2)
. Forwithin girders the within theeffective 5.1.33 5.1.3 7 5.1.3-3 For girders withinthe For girders within the effective width width width 5.1.3-3 For girders effective width 5.1.33 5.1.3 7
Forgirders withintheeffective width 5.1.42: If 5.1.42: 5.1.3 5 then 5.1.3 5 If then then If 5.1.3 5 5.1.3 the 5 effective If Forgirdersoutside width then
5.1.4 1: within 5.1.3-4 Forgirders girders outside theeffective effective width 5.1.3-4 For width Foroutside Forthe girders outside theeffective 4 For girders the5.1.3 effective width girders outside theeffective width width 4 5.1.3
5.1.4 1:
then Where: 5.1.4 5: .55 then .55 5.1.4 5: = Number of girders encompassed by the effective width then outside = Number of girders the effective width
5.1.43: 1 For girders outside the effective 5.1.4 3: 1 width then 5.1.3 6 6 If then 5.1.3 6 6 5.1.3 IfIf then If then 5.1.3 5.1.44:f f then pRO fpES fpED fpLT 5.1.44: fpT pT fpRO fpES fpED fpLT 5.1.46: 5.1.46: 5.1.47: 5.1.47:
WSDOT Bridge Design Manual M 23-50.12 August 2012 5.1.4 5.1.4 3: 3: 3: 11 5.1.4 3: 1 5.1.4 1
Page 5.1-13
Concrete Structures
Chapter 5
The effective width for the extended strand calculation shall be taken as: Where: Dc = Diameter or width of column, see Figure 5.1.3-3 Ds = Depth of superstructure from top of column to top of deck slab, see Figure 5.1.3-3
(5.1.3-7)
Strand Development
Figure 5.1.3-1
Page 5.1-14
Chapter 5
Concrete Structures
Effective Superstructure for Extended Strand Design 1 t, ti elastic elastic 5.1.12 1 Width t, t 5.1.12 total total i
Figure 5.1.3-3
100
AASHTO LRFD Specifications outline the method of predicting prestress losses for usual prestressed 5.1.32 be used in except concrete bridges that shall 5.1.32 as notedbelow. design A. Instantaneous Losses
5.1.3-3 For girders within the effective width 5.1.3-3 For girders within the effective width 1. Elastic Shortening of Concrete Transfer of prestress forces into the girder ends results in an
5.1.3 IfIf then For pretensioned5.1.3 member low-relaxation strands, cgp be based on 0.7pu. For 5 5and then calculated may on prestressing force post-tensioned members with bonded tendons, cgp may be calculated based after jacking at the section of maximum moment. then 5.1.3 then 5.1.3 6 6 IfIf 2. Anchorage Set Loss The anchor set loss shall be based on slippage for design purposes. Anchor set loss and the affected by anchor set loss is shown in Figure 5.1.4-1. 5.1.3 7 5.1.3 7length
instantaneous elastic loss. The prestress loss due to elastic shortening shall be added to the time dependent losses5.1.3-4 to5.1.3-4 determine the losses. The loss due to elastic shortening shall be taken as For girders outside the effective width total For girders outside the effective width per AASHTO LRFD 5.9.5.2.3.
5.1.4 5.1.4 1: 1:
files\F513-3.wnd M:\BRIDGELIB\BDM\Chapter 5\window 5.1.4 3: 1 5.1.4 3: 1 Wed May 05 09:11:23 2010 where: where:
5.1.4 5.1.4 2: 2:
(5.1.4-1) (5.1.4-2)
5.1.4 6: 5.1.4 6:
5.1.4 5: 5.1.4 5:
fpRO fpRO fpES fpED fpLT 5.1.4 4: fpT fpES fpED fpLT 5.1.4 4: fpT
.55 .55
2 2 V V L L S S H H RR
5.1.4 7: 5.1.4 7:
Page 5.1-15
Concrete Structures
Chapter 5
5.1.11
11
.
12
5.1.3-3
5.1.3-4
For girders within the effective width For girders outside the effective width
Figure 5.1.4-1
5.1.35 If then 3. Friction Losses Friction losses occurring during jacking and prior to anchoring depend on the system and materials used. For a rigid spiral galvanized ferrous metal duct system, shall be 0.20 then 5.1.3 6 If in AASHTO LRFD and K=0.0002. For plastic ducts, the designer shall use the values shown Table 5.9.5.2.2b. 5.1.37 To avoid the substantial friction loss caused by sharp tendon curvature in the end regions where the tendons flare out from a stacked arrangement towards the bearing plates, use 0.10 times the minimum 5.1.41: span length or 20feet as the flare zone length. The recommended minimum radius (horizontal or vertical) of flared tendons is 200 feet. In the special cases where sharp curvature cannot be avoided, extra horizontal and vertical ties shall be added along the concave side of the 5.1.4 2: through the web. curve to resist the tendency to break
Anchorage
Set Loss
4: fpT fpRO fpES fpED structure, fpLT horizontal curvature of the When summing 5.1.4 the angles for total friction loss along the tendons as well as horizontal and vertical roadway curvature shall be included in the summation. The angles for5.1.4 horizontally and vertically curved tendons are shown in Figure5.1.4-2. .55 5: 5.1.46:
5.1.43: 1
(5.1.4-3)
5.1.47where:3
5.1.47:
3 .
Page 5.1-16
5.1.3-3
Chapter 5
5.1.3-4
B. Approximate Estimate of Time-Dependent Losses The Approximate Estimate of Time-Dependent 5.1.3 5 If then preliminary estimates of time-dependent losses Losses of AASHTO LRFD 5.9.5.3 may be used for for precast, prestressed girders with composite decks as long as the conditions set forth in AASHTO are satisfied. 5.1.36 If then C. Refined Estimates of Time-Dependent Losses Final design calculations of time-dependent on the Refined Estimates of Time-Dependent Losses of AASHTO based prestress losses5.1.3 shall7 be LRFD 5.9.5.4. standard 1: D. Total Prestress5.1.4 Loss For precast, pretensioned members with CIP deck subject to normal loading and environmental conditions and pretensioned with low relaxation strands, the total prestress loss may beestimated as: 5.1.42: fpT fpRO fpES fpED fpLT (5.1.4-4) 5.1.43: 1 The first term relates to initial relaxation that occurs between the time of strand stressing and prestress 5.1.44:fpT fpRO fpES fpED fpLT transfer. Where: 5.1.46:of t = Duration time between typically 1 day. strand stressing and prestress transfer, fpj = Jacking stress strength of the strand fpy = Yield 5.1.4 7: The second term, fpES, accounts for elastic shortening and is in accordance with AASHTO LRFD5.9.5.2.3a. 5.1.47where:3 3 . The elastic gain due to deck placement and superimposed dead loads is taken to be:
5.1.45:
.55
(5.1.4-5)
(5.1.4-6)
Where: Ep = Modulus of elasticity of the prestressing strand Ec = Modulus of elasticity of the concrete at the time of loading Mslab = Moment caused by deck slab placement Mdiaphragms = Moment caused by diaphragms and other external loads applied to the non-composite girder section Msidl = Moment caused by all superimposed dead loads including traffic barriers andoverlays eps = Eccentricity of the prestressing strand Ig = Moment of inertia of the non-composite girder Ic = Moment of inertia of the composite girder Ybg = Location of the centroid of the non-composite girder measured from the bottom of the girder Ybc = Location of the centroid of the composite girder measured from the bottom of the girder Long term time dependent losses, fpLT, are computed in accordance with the refined estimates of AASHTO LRFD 5.9.5.4 or a detailed time-step method.
Page 5.1-17
5.1.42: 5.1.43: 1 E. Temporary Losses For checking stresses during release, lifting, transportation, and erection of 5.1.43: 1 prestressed girders, the elastic and time-dependent losses may be computed based on the following where: assumptions. where: 2 V 1. Lifting of Girders From Casting Beds For normal construction,L forms are stripped and girders V 2 are lifted from the casting bed within oneday. L S H age. The hauling configuration 2. Transportation Girders are most difficult to transport at a young S R H causes reduced dead load moments in the girder and the potential for overstress between the R harping points. Overstress also at the support points f fpES fpED fpLT depending on the prestressing and 5.1.4 4:fpT may pRO occur the trucking configuration. This is compounded the magnitude of the prestress not having fpRO fpES fpEDforce fpLT 5.1.44:by fpT construction schedule girders are typically transported been reduced by losses. For an aggressive .55 5.1.45: to the job site around day10. .55 5.1.45: When losses are estimated by the Approximate Estimate of AASHTO LRFD 5.9.5.3, the losses by: 5.1.4 6:may atthe time of hauling be estimated 5.1.46: (5.1.4-7) 5.1.47: 5.1.47: Where: 7where: 3 3 . = total loss at hauling fpTH 5.1.4 3 . 5.1.4of 7hauling where: =3 fpH = time dependent loss at time
Chapter 5
3. Erection During construction the non-composite girders must carry the full weight of the deck slab and interior diaphragms. This loading typically occurs around 120 days for a normal constructionschedule.
4. Final Configuration The composite slab and girder section must carry all conceivable loads including superimposed dead loads such as traffic barriers, overlays, and live loads. It is assumed that superimposed dead loads are placed at 120 days and final losses occur at 2,000days.
Page 5.1-18
Chapter 5
Concrete Structures
Tensile
Compressive
Tensile
Compressive Final Stresses at Service Load Final Stresses at Fatigue Load Tensile Compressive
Compressive
5.2.4 3: 0.25 0.5 1 0.650 1.0 0.15 1 0 5.2.42: 0.5 0.58 5.2.43: Prestressed 0.5 0.650 0.15 1 0.9 Allowable Stresses in Concrete Members 1 0.9 3: 0.5 0.650 0.15 5.2.4 5.2.4 1: 3: 0.5 0.650 0.15 1: Table 5.2.1-1 1 1 0.9 1.0 2: 0.5 0.58 0.25 5.2.4 1: 5.2.4 4: 0.5 0.616 0.20 1 0 5.2.4 1: 1 0.9 5.2.43: 0.5 0.650 0.15 5.2.4 4: 0.5 0.616 0.20 1 0.95 1 1.0 5.2.4 2: 0.5 0.58 0.25 4: 0.616 0.20 0.95 1 1.0 5.2.4 2: 0.5 0.58 0.25 4: 0.616 0.20 0.95 5.2.42: 0.5 0.58 0.25 1 1.0 0.9 3: 0.650 0.15 1 1.0 5.2.42: 0.5 5.2.4 0.58 0.25 5: 5.2.44: 0.5 0.616 0.20 1 0.95 5.2.4 5: 1 0.9 5.2.4 3: 0.5 0.650 0.15 5: 1 0.9 5.2.4 3: 0.5 0.650 0.15 0.616 0.9 5: 1 5.2.43: 0.5 0.15 0.650 4: 0.20 0.95 0.9 5.2.43: 0.5 5.2.4 0.650 0.15 1 WSDOT Bridge Design Manual M 23-50.06 Page 5.2-1 6: 5.2.4 5: . July 2011 5.2.4 6: 0.616 0.20 1 0.95 5.2.4 0.5 6: . 5.2.4 4: 4: 0.5 0.616 0.20 0.20 1 0.95 6: 0.616 5.2.4 4: 0.5 1 . 0.95 5: .
In areas other than the precompressed 5.2.31table:0.0948 tensile zone and without bonded 0.2 5.2.3 1 table: 0.0948 0.2 reinforcement 5.2.3 0.2 5.2.3 1 1table: table: 0.0948 0.0948 0.2 . 19 In areas with bonded reinforcement 5.2.31to table: 0.0948 . 19 0.2 sufficient resist tensile force .. 19 19 0.65 intheconcrete 5.2.31table:0.0948 0.2 0.65 . 19 0.65 All Locations 0.65 0.0948 5.2.3 1 table: 0.0948 0.2 5.2.3 1 table: 0.0948 0.2 . 19 In areas other than the precompressed 0.65 5.2.3 1 table: 0.0948 0.2 0.0948 5.2.31table:0.0948 0.0948 0.2 0.0948 tensile zone and without bonded 0.19 . 19 0.65 . 19 reinforcement 0.0948 0.19 . 19 . 19 0.19 0.19 In areas other than the precompressed 0.24 0.65 0.65 0.0948 0.65 0.19 tensilezone and with bonded 0.24 0.65 0.24 0.24 reinforcement, plumb girder withimpact 0.19 0.0948 0.0948 0.19 0.0948 0.24 0.19 0.0948 In areas other than the precompressed 0.19 0.19 0.65 tensile zone and with bonded 0.19 0.19 0.24 0.19 0.65 0.19 reinforcement, inclined girder without 0.19 0.65 0.65 0.0 impact 0.24 0.24 0.19 0.24 0.0 0.65 In areas other than the precompressed 0.0 0.24 0.0 0.45 tensilezone and with bonded 0.19 0.65 0.19 0.45 0.0 0.19 reinforcement, after temporary top strand 0.45 0.19 0.45 0.60 detensioning 0.65 0.0 0.65 0.60 0.45 0.65 0.60 0.65 0.60 All locations 0.40 0.0 0.45 0.0 0.40 0.60 Precompressed tensile zone 0.40 0.0 0.40 0.0 0.45 0.60 Effective prestress and permanent loads 0.45 0.40 0.45 0.45 5.2.4 1: Effective prestress, permanent loads and 0.60 0.40 0.60 5.2.4 1: transient loads 0.60 5.2.4 1: 0.60 5.2.41: Fatigue I Load Combination 5.2.4 plus one-half 2: 0.5 0.40 0.58 0.25 1 1 0.40 0.58 5.2.42: 1: 0.40 1 effective prestress and permanent loads 1.0 5.2.4 0.5 0.25 0.40 1 1.0 5.2.4 2: 0.5 0.58 0.25 2: LRFD 0.5 0.58 0.25 1 1.0 per AASHTO 5.5.3.1 5.2.4 5.2.4 1:
Concrete Structures
Chapter 5
0.95 0.45 0.45 0.45 0.60 Flexural Resistance Factor for Tension-Controlled Concrete Members 0.60 Table 5.2.2-1 0.60 0.40 For tension-controlled partially prestressed members,0.40 the resistance factor shall be taken as 0.9. 0.40
0.0 0.0
For members in the transition zone between tension-controlled and compression-controlled sections , the resistance factor shall be taken as follows: 5.2.41: 5.2.4 1:members: For precast 5.2.41: 1 1.0 5.2.42: 0.5 0.58 0.25 (5.2.2-1) 1 1.0 5.2.42: 0.5 0.58 0.25 5.2.42: 0.5 0.58 0.25 1 1.0 For CIP members: 1 0.9 5.2.43: 0.5 0.650 0.15 1 0.9 5.2.43: 0.5 0.650 0.15 (5.2.2-2) 5.2.43: 0.5 0.650 0.15 1 0.9 For5.2.4 precast closures: 4: spliced girders 0.5 with CIP 0.616 0.20 1 0.95 1 0.95 5.2.44: 0.5 0.616 0.20 5.2.44: 0.5 0.616 0.20 1 0.95 (5.2.2-3) 5.2.45: 5.2.45: 5.2.45: 5.2.46: 5.2.46: . 5.2.46: .
5.2.47: 5.2.47: 5.2.47: 5.2.48: 5.2.48: 5.2.48: 5.2.48 5.2.48 5.2.48
. . . . . . . 0.00 0.005 0.005 0.00 0.00 0.005 where: where:. where: . .
Page 5.2-2
Chapter 5
extreme tension steel at nominal strength between the above limits, the value of may be 0.65 0.0948 0.19 determined by linear interpolation, as shown in Figure 5.2.9-2. Concrete Structures
1.2 1.1
0.0
0.0 0.60
0.6
5.2.41: 1 0.5Variation of 0.58 0.25 with Net Tensile Strain t 1.0 Figure 5.9. 4 -2 5.9.Variation of with Net Tensile Strain t 5.2.42: 0.5 0.58 Figure 5.2.2-1 0.25 1 1.0 1 0.9 5.2.43: 0.5 0.650 0.15 2. Flexural of Nonprestressed Singly-Reinforced Beams For design 1.0 5.2.4Design 2: 0.5 0.58 0.25 1 Rectangular 1 0.9 3: 0.5 nonprestressed 0.650 purposes, the area5.2.4 of reinforcement for a singly-reinforced rectangular beam or 0.15 1 0.95 4: 0.5 0.616 0.20 slab can5.2.4 be determined by letting: 5.2.43: 0.5 0.650 0.15 1 0.9 5.2.44: 0.5 0.616 0.20 1 0.95 5.2.45: (5.2.2-4) 5.2.44: 0.5 0.616 0.20 1 0.95 5.2.45: However, if: 5.2.46: . 5.2.45: 5.2.46: (5.2.2-5) . . 5.2.47: . 5.2.46: . and solved for A : Equation (5) can be substituted into equation (4) . s 5.2.47: . 5.2.48: . 0.00 0.005 5.2.47: (5.2.2-6) . 5.2.48: 0.005 0.00 5.2.48 where: Where: . 5.2.4 8: Area oftension 0.005 2 0.00 reinforcement (in ) As = 5.2.48 where: . Mu = Factored moment (kip-in) = Specified compressive strength of concrete (ksi) 5.2.4 where: c 8 . y = Specified minimum yield strength of tension reinforcement (ksi) b = Width of the compression face (in) d = Distance from compression face to centroid of tension reinf. (in) = 0.9 5.2.42: 5.2.41:
0.003 0.002
0.60
0.004
0.40
0.60
0.45
0.005
0.007
The resistance factor should be assumed to be 0.9 for a tension-controlled section for the initial determination of As. This assumption must then be verified by checking that the tensile strain in the extreme tension steel is equal to or greater than 0.005. This will also assure that the tension reinforcement has yielded as assumed.
Page 5.2-3
5.2.46:
5.2.46:
5.2.47: 5.2.48:
5.2.48
Where: . 8 where: = Tensile strain in the extreme tension steel t 5.2.4 . from extreme compression fiber to centroid of extreme tension dt = Distance 0.005 0.00 reinforcement (in)
. 5.2.48:
0.00
0.005
Chapter 5
(5.2.2-7)
where: c =
B. Shear AASHTO LRFD 5.8 addresses shear design of concrete members. 1. The shear design of prestressed members shall be based on the general procedure of AASHTO LRFD 5.8.3.4.2. 2. The shear design of all non-prestressed members shall be based on either the general procedure, or the simplified procedure of AASHTO LRFD 5.8.3.4.1. 3. The strut-and-tie model shall be employed as required by AASHTO LRFD 5.8.1.1 & 2 for regions adjacent to abrupt changes in cross-section, openings, draped ends, deep beams, corbels, integral bent caps, c-bent caps, outrigger bents, deep footings, pile caps, etc. 4. AASHTO LRFD 5.8.3.4.3 "Simplified Procedure for Prestressed and Nonprestressed Sections" shall not be used. 5. The maximum spacing of transverse reinforcement is limited to 18 inches. For prestressed girders, shear for the critical section at dv from the internal face of the support and at the harping point are of particular interest.
C. Interface Shear Interface shear transfer (shear friction) design is to be performed in accordance with AASHTO LRFD5.8.4. If a roughened surface is required for shear transfer at construction joints in new construction, they shall be identified in the plans. See Standard Section 6-02.3(12)A. When designing for shear transfer between new and existing concrete, the designer shall consider the high construction cost associated with roughening existing concrete surfaces. Whenever practical, the design for placing new concrete against existing concrete shall be completed such that roughening of the existing concrete surfaces is not required (i.e. use cohesion and friction factors for a surface that is not intentionally roughened). When the additional capacity provided by a roughened surface is required, the surface roughening shall meet the requirements specified in AASHTO LRFD 5.8.4.3 (i.e. uniform minimum amplitude). See Standard Specification Section 6-02.3(12)B and applicable WSDOT special provisions for concrete removal for reference. The spall pattern roughening detail shown in Figure 5.2.2-2 may be included on plans as an alternative to the default uniform amplitude roughening.
Page 5.2-4
Chapter 5
Concrete Structures
SPALL SPALL
3" (TYP.)
ELEVATION SECTION
Spall Pattern Roughening Detail
Figure 5.2.2-2
Interface shear in prestressed girder design is critical at the interface connection between deck slab and girder, and at the end connection of the girder to a diaphragm or crossbeam. Shear in these areas is resisted by roughened or saw-tooth shear keyed concrete as well as reinforcement extending from the girder. 1. Interface Shear Between Deck Slab and Girder The top surfaces of girders with cast-in-place decks shall be roughened as described in Standard The shear is resisted by the girder stirrups which extend up into the deck slab as well as the roughened top surface of the girder top flange. It is conservative to compute the interface shear force using the full factored loading applied to the composite deck slab and girder. However, the interface shear force need only be computed from factored loads applied to the composite section after the deck slab is placed such as superimposed dead loads and live loads. For SIP deck systems, only the roughened top flange surface between SIP panel supports (andthe portion of the permanent net compressive force Pc on that section) is considered engaged ininterface shear transfer.
2. Interface Shear Friction at Girder End A prestressed girder may be required to carry shears at the end surface of the girder. An end condition at an intermediate pier crossbeam is shown in Figure 5.2.2-5. The shear which must be carried along the interface A-A is the actual factored shear acting on the section. The portion of the girder end that is roughened with saw-toothed shear keys shown on the standard girder plans may be considered as a surface intentionally roughened to an amplitude of 0.25inches. Shear resistance must be developed using interface shear theory assuming the longitudinal bars and the extended strands are actively participating. The main longitudinal deck slab reinforcement is already fully stressed by negative bending moments and thus cannot be considered for shear requirements. All bars, including the extended strands, must be properly anchored in order to be considered effective. This anchorage requirement must be clearly shown on theplans.
Page 5.2-5
Concrete Structures
Chapter 5
Similar requirements exist for connecting the end diaphragm at bridge ends where the diaphragm is cast on the girders (girder End Type A). In this case, however, loads consist only of the factored diaphragm dead load, approach slab dead load, and those wheel loads which can distribute to the interface. Longitudinal reinforcement provided at girder ends shall be identical in both ends of the girder for construction simplicity. The program PGSuper does not check interface shear friction at girder ends. Standard girder plan details are adequate for girder End Types A and B. Standard girder plan details shall be checked for adequacy for girder End Types C and D.
PIER MAIN LONGITUDINAL BRIDGE DECK REINFORCING
G4 BARS
G8 BARS
G5 BARS CAST IN PLACE CONCRETE EXTENDED STRANDS STRAND CHUCK AND ANCHOR PLATE OR 2" x 1" STEEL STRAND ANCHOR
D. Shear and Torsion The design for shear and torsion is based on ACI 318-02 Building Code4 Requirements for Structural Concrete and Commentary (318F02) and is satisfactory for bridge members with dimensions similar to those normally used in buildings. AASHTO LRFD 5.8.3.6 may also be used for design. According to Hsu5, utilizing ACI 318-02 is awkward and overly conservative when applied to large-size hollow members. Collins and Mitchell6 propose a rational design method for shear and torsion based on the compression field theory or strut-and-tie method for both prestressed and non-prestressed oncrete beams. These methods assume that diagonal compressive stresses can be transmitted through cracked concrete. Also, shear stresses are transmitted from one face of the crack to the other by a combination of aggregate interlock and dowel action of the stirrups. For recommendations and design examples, the designer can refer tothe paper by M.P. Collins and D. Mitchell, Shear and Torsion Design of Prestressed and NonPrestressed Concrete Beams, PCI Journal, September-October 1980, pp. 32-1006.
Page 5.2-6
Chapter 5
Concrete Structures
B. Preliminary Estimate for Precast Prestressed Members For preliminary design, the long term deflection and camber of precast prestressed members may be estimated using the procedure given inthe PCI Design Handbook10 4.8.4. C. Deflection Calculation for Precast Prestressed Girders The D dimension is the computed girder deflection at midspan (positive upward) immediately prior to deck slab placement. Standard Specification 6-02.3(25)K defines two levels of girder camber at the time the deck concrete is placed, denoted D @ 40 Days and D @ 120 Days. They shall be shown in the plans to provide the contractor with lower and upper bounds of camber that can be anticipated in the field. PGSuper calculates estimated cambers at 40 days (D40) and 120 days (D120). Due to variations in observed camber, these estimated cambers are generally considered to be upper bounds at their respective times. This is based on measured girder cambers of prestressed precast concrete girders compared with the estimated cambers from PGSuper. D @ 120 Days is the upper bound of expected camber range at a girder age of 120 days after the release of prestress and is primarily intended to mitigate interference between the top of the cambered girder and the placement of concrete deck reinforcement. It is also used to calculate the Adimension at the girder ends. The age of 120 days was chosen because data has shown that additional camber growth after this age is negligible. D @ 120 Days may be taken as D120, the estimated camber at 120 days reported by PGSuper. D @ 40 Days is the lower bound of expected camber range at a girder age of 40 days (30 days after the earliest allowable girder shipping age of 10 days). To match the profile grade, girders with too little camber require an increased volume of haunch concrete along the girder length. For girders with large flange widths, such as the WF series, this can add up to significant quantities of additional concrete for a large deck placement. Thus, the lower bound of camber allows the contractor to assess the risk of increased concrete quantities and mitigates claims for additional material. D @ 40 Days shall be taken as 50 percent of D40, the estimated camber at 40 days reported by PGSuper. Figure 5.2.4-1 shows a typical pattern of girder deflection with time at centerline span. Portions of this characteristic curve are described below. The subparagraph numbers correspond to circled numbers on the curve.
Page 5.2-7
Concrete Structures
Chapter 5
1. Elastic Deflection Due to Release of Prestress The prestress force produces moments in the girder tending to bow the girder upward. Resisting these moments are girder section dead load moments. The result is a net upward deflection. 2. Creep Deflection Before Cutting Temporary Strands The girder continues to deflect upward due to the effect of creep. This effect is computed using the equation stated in Section 5.1.1E. 3. Deflection Due to Cutting of Temporary Strands Cutting of temporary strands results in an elastic upward deflection. The default time interval for creep calculations for release of top temporary strands is 90 days after the release of prestress during girder fabrication for D120 (10days for D40). 4. Diaphragm Load Deflection The load of diaphragm is applied to the girder section resulting in an elastic downward deflection. The default time interval for creep calculations forplacing diaphragms is 90 days after the release of prestress during girder fabrication for D120(10daysforD40). 5. Creep Deflection After Casting Diaphragms The girder continues to deflect upward for any time delay between diaphragms and deck slabcasting. 6. Deck Slab Load Deflection The load of the deck slab is applied to the girder section resulting in an elastic downward deflection. The default time interval for creep calculations for placing the deck slab is 120 days after the release of prestress during girder fabrication for D120 (40daysforD40). 7. Superimposed Dead Load Deflection The load of the traffic barriers, sidewalk, overlay, etc. isapplied to the composite girder section resulting in an elastic downward deflection. 8. Final Camber It might be expected that the above deck slab dead load deflection would be accompanied byacontinuing downward deflection due to creep. However, many measurements of actual structure deflections have shown that once the deck slab is poured, the girder tends to act asthough it is locked in position. To obtain a smooth riding surface on the deck, the deflection indicated on Figure 5.2.4-1 as Screed Camber (known as C) is added to the profile grade elevation of the deck screeds. The C dimension and the Screed Setting Dimensions detail shall be given in theplans. D. Pre-camber Precast prestressed girders may be precambered to compensate for the natural camber and for the effect of the roadway geometry. Precambering is allowed upon approval of the WSDOT Bridge Design Engineer.
Page 5.2-8
Chapter 5
Concrete Structures
Deflection (upward)
diaphragm tps 3
2 4 5 6
SCREED CAMBER (TO ACCOUNT FOR DEFLECTION DUE TO DECK SLAB PLACEMENT AND SUPERIMPOSED DEAD LOADS)
creep2
creep1
7
tb + ov excess
(Final Camber)
ps +girder
Cast of Girder
Release Prestress
B. Shear Keys:
slab C
Time
Page 5.2-9
Concrete Structures
Chapter 5
Page 5.2-10
Chapter 5
Concrete Structures
Concrete Structures
Chapter 5
Chapter 5
Concrete Structures
B. Basic Dimensions The basic dimensions for concrete box girders with vertical and sloped exterior webs are shown in Figures 5.3.1-1 & 2, respectively. 1. Top Slab Thickness, T1 (includes wearing surface) 5.3.1 B1 5.3.1 B1
but not less than 7 with overlay or 7.5 without overlay. but not less than 5.5 (normally 6.0 is used).
5.3.1 B2 5.3.1 B2
b. Near intermediate piers 5.3.2 1 5.3.2 1 of the bottom slab is often used in negative moment regions to control Thickening compressive stresses that are significant. 5.3.2 2 5.3.2 2 Transition slope = 24:1 (see T2 in Figure 5.3.1-1).
5.3.3 2 5.3.3 2 Minimum T3 = 9.0 vertical
Girder Stem 5.3.3 13. (Web) Thickness, T3 5.3.3 1 a. Near Center Span
5.3.3.4 5.3.3.4
5.3.35
Concrete Structures
Chapter 5
b. Near Supports Thickening of girder stems is used in areas adjacent to supports to control shear requirements. Changes in girder web thickness shall be tapered for a minimum distance of 12 times the difference in web thickness. Maximum T3 = T3 + 4.0 maximum Transition length = 12 x (difference in web thickness)
4. Intermediate Diaphragm Thickness, T4 and Diaphragm Spacing a. For tangent and curved bridge with R > 800 feet T4 = 0 (diaphragms are not required.) T4 = 8.0 Diaphragm spacing shall be as follows: For 600 < R < 800at pt. of span. For 400 < R < 600 at pt. of span. For R < 400 at pt. of span. b. For curved bridge with R < 800 feet
C. Construction Considerations Review the following construction considerations to minimize constructability problems: 1. Construction joints at slab/stem interface or fillet/stem interface at top slab are appropriate. 2. All construction joints to have roughened surfaces. 3. Bottom slab is parallel to top slab (constant depth). 4. Girder stems are vertical. 5. Dead load deflection and camber to nearest . 6. Skew and curvature effects have been considered. 7. Thermal effects have been considered. 8. The potential for falsework settlement is acceptable. This always requires added stirrup reinforcement in sloped outer webs. D. Load Distribution 1. Unit Design According to the AASHTO LRFD Specifications, the entire slab width shall be assumed effective for compression. It is both economical and desirable to design the entire superstructure as a unit rather than as individual girders. When a reinforced box girder bridge is designed as an individual girder with a deck overhang, the positive reinforcement is congested in the exterior cells. The unit design method permits distributing all girder reinforcement uniformly throughout the width of the structure. 2. Dead Loads Include additional D.L. for top deck forms: 5 lbs. per sq. ft. of the area. 10 lbs. per sq. ft. if web spacing > 10-0.
3. Live Load See Section 3.9.4 for live load distribution to superstructure and substructure.
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5.3.2 Reinforcement
This section discusses flexural and shear reinforcement for top slab, bottom slab, webs, and intermediate diaphragms in box girders. A. Top Slab Reinforcement 1. Near Center of Span Figure 5.3.2-1 shows the reinforcement required near the center of the span and Figure 5.3.2-2 shows the overhang reinforcement. a. Transverse reinforcing in the top and bottom layers to transfer the load to the main girder stems. b. Bottom longitudinal distribution reinforcement in the middle half of the deck span in Seff is provided to aid distributing the wheel loads. c. Top longitudinal temperature and shrinkage reinforcement. 2. Near Intermediate Piers Figure 5.3.2-3 illustrates the reinforcement requirement near intermediate piers. a. Transverse reinforcing same as center of span. b. Longitudinal reinforcement to resist negative moment (see Figure 5.3.2-3). c. Distribution of flexure reinforcement to limit cracking shall satisfy the requirement of AASHTO LRFD 5.7.3.4 for class 2 exposure condition. 3. Bar Patterns a. Transverse Reinforcement It is preferable to place the transverse reinforcement normal to bridge center line and the areas near the expansion joint and bridge ends are reinforcement by partial length bars. b. Longitudinal Reinforcement
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Overhang Detail
Figure 5.3.2-2
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B. Bottom Slab Reinforcement 1. Near Center of Span Figure 5.3.2-5 shows the reinforcement required near the center of the span. a. Minimum transverse distributed reinforcement. As = 0.005 flange area with As distributed equally to each surface. b. Longitudinal main reinforcement to resist positive moment. c. Check distribution of flexure reinforcement to limit cracking per AASHTO LRFD 5.7.3.4 for class 2 exposure condition. d. Add steel for construction load (sloped outer webs). 2. Near Intermediate Piers Figure 5.3.2-6 shows the reinforcement required near intermediate piers. a. Minimum transverse reinforcement same as center of span. b. Minimum longitudinal temperature and shrinkage reinforcement. As = 0.004 flange area with As distributed equally to each face. c. Add steel for construction load (sloped outer webs). 3. Bar Patterns a. Transverse Reinforcement All bottom slab transverse bars shall be bent at the outside face of the exterior web. Fora vertical web, the tail splice will be 1-0 and for sloping exterior web 2-0 minimum splice with the outside web stirrups. See Figure 5.3.2-7. b. Longitudinal Reinforcement For longitudinal reinforcing bar patterns, see Figures 5.3.2-5 & 6. C. Web Reinforcement 1. Vertical Stirrups Vertical stirrups for a reinforced concrete box section is shown in Figure5.3.2-8. The web reinforcement shall be designed for the following requirements: Vertical shear requirements. Out of plane bending on outside web due to live load on cantilever overhang. Horizontal shear requirements for composite flexural members. Minimumstirrups shall be: but not less than #5 bars at 1-6, Where: bw is the number of girder webs x T3
(5.3.2-1)
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2. Web Longitudinal Reinforcement Web longitudinal reinforcement for reinforced concrete box girders is shown in Figures5.3.2-8 &9. The area of skin reinforcement Ask per foot of height on each side face shallbe: Reinforcing steel spacing < Web thickness (T3) or 12. The maximum spacing of skin reinforcement shall not exceed the lesser of d/6 and 12. Such reinforcement may be included in strength computations if a strain compatibility analysis is made to determine stresses in the individual bars or wires. The total area of longitudinal skin reinforcement in both faces need not exceed one half of the required flexural tensile reinforcement. For CIP sloped outer webs, increase inside stirrup reinforcement and bottom slab top transverse reinforcement as required for the web moment locked-in during construction of the top slab. This moment about the bottom corner of the web is due to tributary load from the top slab concrete placement plus 10psf form dead load. See Figure 5.3.2-10 for typical top slab forming.
(5.3.2-2)
D. Intermediate Diaphragm Intermediate diaphragms are not required for bridges on tangent alignment or curved bridges with an inside radius of 800 feet or greater.
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Figure 5.3.2-7 WSDOT Bridge Design Manual M 23-50.06 July 2011 Page 5.3-9
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Notes: 1. The diagonal brace supports web forms during web pour. After cure, the web is stiffer than the brace, and the web attracts load from subsequent concrete placements. 2. The tributary load includes half the overhang because the outer web form remains tied to and transfers load to the web which is considerably stiffer than the formwork. 3. Increase web reinforcement for locked-in construction load due to top slab forming for sloped web boxgirders.
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5.3.3 Crossbeam
A. General Crossbeam shall be designed in accordance with the requirements of strength limit state design of AASHTO LRFD Specifications and shall satisfy the serviceability requirements for crack control. B. Basic Geometry For aesthetic purposes, it is preferable to keep the crossbeam within the superstructure so that the bottom slab of the entire bridge is a continuous plane surface interrupted only by the columns. Although the depth of the crossbeam may be limited, the width can be made as wide as necessary to satisfy design requirements. Normally, it varies from 3 feet to the depth of box but is not less than thecolumn size plus 1-0 to allow placement of the column reinforcement as shown in see Figures 5.3.3-1 and 2. Crossbeams on box girder type of construction shall be designed as a T beam utilizing the flange in compression, assuming the deck slab acts as a flange for positive moment and bottom slab a flange for negative moment. The effective overhang of the flange on a cantilever beam shall be limited to six times the flange thickness. The bottom slab thickness is frequently increased near the crossbeam in order to keep the main box girder compressive stresses to a desirable level for negative girder moments as shown in Figures 5.3.3-1 & 2. This bottom slab flare also helps resist negative crossbeam moments. Consideration should be given to flaring the bottom slab at the crossbeam for designing the cap even if it is not required for resisting main girder moments.
C. Loads For concrete box girders the superstructure dead load shall be considered as uniformly distributed over the crossbeam. For concrete box girders the live load shall be considered as the truck load directly to the crossbeam from the wheel axles. Truck axles shall be moved transversely over the crossbeam to obtain the maximum design forces for the crossbeam and supporting columns. D. Reinforcement Design and Details The crossbeam section consists of rectangular section with overhanging deck and bottom slab if applicable. The effective width of the crossbeam flange overhang shall be taken as the lesser of: 6 times slab thickness, 1/10 of column spacing, or 1/20 of crossbeam cantilever as shown in Figure 5.3.3-3. The crossbeam shall have a minimum width of column dimension plus 6.
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Figure 5.3.3-2
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t top
slab
t bot.
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Crossbeam is usually cast to the fillet below the top slab. To avoid cracking of concrete on top of the crossbeam, construction reinforcement shall be provided at approximately 3 below the construction joint. The design moment for construction reinforcement shall be the factored negative dead load moment due to the weight of crossbeam and adjacent 10 of superstructure each side. The total amount of construction reinforcement shall be adequate to develop an ultimate moment at the critical section at least 1.2times the cracking moment Mcr. Special attention should be given to the details to ensure that the column and crossbeam reinforcement will not interfere with each other. This can be a problem especially when round columns with a great number of vertical bars must be meshed with a considerable amount of positive crossbeam reinforcement passing over the columns. 1. Top Reinforcement The negative moment critical section shall be at the point of the square or equivalent square columns. a. When Skew Angle 25 If the bridge is tangent or slightly skewed deck transverse reinforcement is normal or radial to centerline bridge, the negative cap reinforcement can be placed either in contact with top deck negative reinforcement (see Figure 5.3.3-1) or directly under the main deck reinforcement. b. When Skew Angle > 25 When the structure is on a greater skew and the deck steel is normal or radial to the longitudinal centerline of the bridge, the negative cap reinforcement should be lowered to below the main deck reinforcement (see Figure 5.3.3-2). c. To avoid cracking of concrete Interim reinforcement is required below the construction joint in crossbeams. 2. Skin Reinforcement Longitudinal skin reinforcement shall be provided per AASHTO LRFD 5.7.3.4.
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The most commonly used type of end diaphragm is shown in Figure 5.3.4-3. The dimensions shown here are used as a guideline and should be modified if necessary. This end diaphragm is used with a stub abutment and overhangs the stub abutment. It is used on bridges with an overall length less than 400feet. If the overall length exceeds 400 feet, an L-shape abutment should be used.
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B. Reinforcing Steel Details Typical reinforcement details for an end diaphragm are shown in Figure5.3.4-4.
2.70 3.00
In addition to dead load deflection, forms and falsework tend to settle and compress under the weight offreshly placed concrete. The amount of this take-up is dependent upon the type and design of the falsework, workmanship, type and quality of materials and support conditions. The camber shall be modified to account for anticipated take-up in the falsework.
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5.3.7 Hinges
Hinges are one of the weakest links of box girder bridges subject to earthquake forces and it is desirable to eliminate hinges or reduce the number of hinges. For more details on the design of hinges, see Section5.4. Designer shall provide access space or pockets for maintenance and inspection of bearings. Allowance shall be provided to remove and replace the bearings. Lift point locations, maximum lift permitted, jack capacity, and number of jacks shall be shown in the hinge plan details.
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Figure 5.4-2 Page 5.4-2 WSDOT Bridge Design Manual M 23-50.06 July 2011
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C. Original Calculations The original calculations should be reviewed for any special assumptions or office criteria used inthe original design. The actual stresses in the structural members, which will be affected by the widening, should be reviewed. This may affect the structure type selected for the widening. D. Final Records For major widening/renovation projects, the Final Records should be reviewed particularly for information about the existing foundations and piles. Sometimes the piles indicated on the original plans were omitted, revised, or required preboring. Final Records are available from Records Control or Bridge Records (Final Records on some older bridges may be in storage at the MaterialsLab).
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4. Specifications The design of the widening shall conform to the current AASHTO LRFD Specifications and the WSDOT Standard Specifications for Road, Bridge, and Municipal Construction. 5. Geometrical Constraints The overall appearance and geometrical dimensions of the superstructure and columns of the widening should be the same or as close as possible to those of the existing structure. Thisistoensure that the widening will have the same appearance and similar structural stiffness as the original structure. 6. Overlay It should be established at the preliminary plan stage if an overlay is required as part of the widening. 7. Strength of the Existing Structure A review of the strength of the main members of the existing structure shall be made for construction conditions utilizing AASHTO LRFD specifications. A check of the existing main members after attachment of the widening shall be made for the final design loading condition. If the existing structural elements do not have adequate strength, consult your supervisor or in the case of consultants, contact the Consultant Liaison Engineer for appropriate guidance. If significant demolition is required on the existing bridge, consideration should be given torequesting concrete strength testing for the existing bridge and including this information inthecontract documents.
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8. Special Considerations a. For structures that were originally designed for HS-20 loading, HL-93 shall be used to design the widening. For structures that were originally designed for less than HS-20, consideration should be given to replacing the structure instead of widening it. b. Longitudinal joints are not permitted in order to eliminate potentially hazardous vehicle control problems. c. The WSDOT Standard Specifications do not permit falsework to be supported from the existing structure unless the Plans and Specifications state otherwise. This requirement eliminates the transmission of vibration from the existing structure to the widening during construction. The existing structure may still be in service. d. For narrow widenings where the Plans and Specifications require that the falsework be supported from the original structure (e.g., there are no additional girders, columns, crossbeams, or closure strips), there shall be no external rigid supports such as posts orfalsework from the ground. Supports from the ground do not permit the widening to deflect with the existing structure when traffic is on the existing structure. This causes the uncured concrete of the widening to crack where it joins the existing structure. Differential dead load deflection during construction shall be given consideration. e. Precast members may be used to widen existing CIP structures. This method is useful when the horizontal or vertical clearances during construction are insufficient to build CIP members. f. The alignment for diaphragms for the widening shall generally coincide with the existing diaphragms. g. When using battered piles, estimate the pile tip elevations and ensure that they will have ample clearance from all existing piles, utilities, or other obstructions. Also check that there issufficient clearance between the existing structure and the pile driving equipment. B. Seismic Design Criteria for Bridge Widenings Seismic design of bridge widenings shall be per Section 4.3. C. Substructure 1. Selection of Foundation a. The type of foundation to be used to support the widening shall generally be the same as that of the existing structure unless otherwise recommended by the Geotechnical Engineer. Theeffects of possible differential settlement between the new and the existing foundations shall be considered. b. Consider present bridge site conditions when determining new foundation locations. Theconditions include: overhead clearance for pile driving equipment, horizontal clearance requirements, working room, pile batters, channel changes, utility locations, existing embankments, and other similar conditions. 2. Scour and Drift Added piles and columns for widenings at water crossings may alter stream flow characteristics at the bridge site. This may result in pier scouring to a greater depth than experienced with the existing configuration. Added substructure elements may also increase the possibility of trapping drift. The Hydraulics Engineer shall be consulted concerning potential problems related to scour and drift on all widenings at water crossings.
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D. Superstructure 1. Camber Accurate prediction of dead load deflection is more important for widenings than for new bridges, since it is essential that the deck grades match. To obtain a smooth transition in transverse direction of the bridge deck, the camber of the girder adjacent to the existing structure shall be adjusted for the difference in camber between new and existing structure. A linear interpolation may be used to adjust the camber of the girders located away from the existing structure. The multipliers for estimating camber of new structure may betaken as shown in Table 5.3.5-1.
2. Closure Strip Except for narrow deck slab widenings a closure strip is required for all CIP widenings. Thewidth shall be the minimum required to accommodate the necessary reinforcement and forform removal. Reinforcement, which extends through the closure strip shall be investigated. Shear shall be transferred across the closure strip by shear friction and/or shearkeys. All falsework supporting the widening shall be released and formwork supporting the closure strip shall be supported from the existing and newly widened structures prior to placing concrete in the closure strip. Because of deck slab cracking experienced in widened concrete decks, closure strips are required unless the mid-span dead load camber is orless.
3. Stress Levels and Deflections in Existing Structures Caution is necessary in determining the cumulative stress levels, deflections, and the need for shoring in existing structural members during rehabilitation projects. For example, a T-beam bridge was originally constructed on falsework and the falsework was released after the deck slab concrete gained strength. As part of a major rehabilitation project, the bridge was closed to traffic and the entire deck slab was removed and replaced without shoring. Without the deck slab, the stems behave as rectangular sections with a reduced depth and width. The existing stem reinforcement was not originally designed to support the weight ofthe deck slab without shoring. After the new deck slab was placed, wide cracks from the bottom ofthe stem opened, indicating that the reinforcement was overstressed. This overstress resulted inalower load rating for the newly rehabilitated bridge. This example shows the need to shore upthe remaining T-beam stems prior to placing the new deck slab so that excessive deflections donot occur and overstress in the existing reinforcing steel is prevented. It is necessary to understand how the original structure was constructed, how the rehabilitated structure is to be constructed, and the cumulative stress levels and deflections in the structure from the time of original construction through rehabilitation.
E. Stability of Widening For relatively narrow box girder and T-beam widenings, symmetry about the vertical axis should bemaintained because lateral loads are critical during construction. When symmetry is not possible, use pile cap connections, lateral connections, or special falsework. A minimum of two webs isgenerally recommended for box girder widenings. For T-beam widenings that require only one additional web, the web should be centered at the axis of symmetry of the deck slab. Often the width of the closure strip can be adjusted to accomplish this. In prestressed girder bridge widenings with one or two lines of new girders, the end and intermediate diaphragms shall be placed prior to the deck slab casting to ensure the stability of the girders during construction. The closure shall be specified for deck slab but shall not be required for diaphragms. The designer shall investigate the adequacy of the existing girder adjacent to the widening for the additional load due to the weight of wet deck slab transferred through the diaphragms, taking into account the loss of removed overhang and barrier. The diaphragms must be made continuous with existing diaphragms.
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Core drilled holes shall have a minimum clearance of 3 from the edge of the concrete and 1clearance from existing reinforcing bars in the existing structure. These clearances shall benoted in the plans. a. Dowel bars shall be set with an approved epoxy resin. The existing structural element shall bechecked for its adequacy to transmit the load transferred to it from the dowel bars. b. Dowel spacing and edge distance affect the allowable tensile dowel loads. Allowable tensile loads, dowel bar embedment, and drilled hole sizes for reinforcing bars (Grade 60) used asdowels and set with an approved epoxy resin are shown in Table 5.5.4-1. These values are based on an edge clearance greater than 3, a dowel spacing greater than 6, and are shown for both uncoated and epoxy coated dowels. Table 5.5.4-2 lists dowel embedment lengths when the dowel spacing is less than 6. Note that in Table 5.5.4-2 the edge clearance is equal to or greater than 3, because this is the minimum edge clearance foradrilled hole from aconcrete edge. If it is not possible to obtain these embedments, such as for traffic railing dowels into existing deck slabs, the allowable load on the dowel shall be reduced by the ratio of the actual embedment divided by the required embedment.
c. The embedments shown in Table 5.5.4-1 and Table 5.5.4-2 are based on dowels embedded inconcrete with c=4,000 psi.
Bar Size #4 #5 #6 #7 #8 #9 #10 #11 Allowable Design Tensile Load, T*(kips) 12.0 18.6 26.4 36.0 47.4 60.0 73.6 89.0 Drill Hole Size (in) 1 1 1 1 1 1 Required Embedment, Le Uncoated (in) 7 8 9 11 13 16 20 25 Epoxy Coated (in) 8 9 10 12 14.5 17 22 28
Allowable Tensile Load for Dowels Set With Epoxy Resin c = 4,000 psi, Grade 60 Reinforcing Bars, Edge Clearance 3, and Spacing 6
Table 5.5.4-1
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Allowable Design Tensile Load, T*(kips) 12.0 18.6 26.4 36.0 47.4 60.0 73.6 89.0
Allowable Tensile Load for Dowels Set With Epoxy Resin, c=4,000 psi, Grade 60 Reinforcing Bars, Edge Clearance 3, and Spacing < 6
Table 5.5.4-2
5. Shear Transfer Across a Dowelled Joint Shear shall be carried across the joint by shear friction. The existing concrete surface shall be intentionally roughened. Both the concrete and dowels shall be considered effective intransmiting the shear force. Chipping shear keys in the existing concrete can also be used totransfer shear across a dowelled joint, butisexpensive. 6. Preparation of Existing Surfaces for Concreting See Removing Portions of Existing Concrete in the General Special Provisions and Standard Specification 6-02.3(12) for requirements. Unsound, damaged, dirty, porous, or otherwise undesirable old concrete shall be removed, and the remaining concrete surface shall be clean, freeof laitance, and intentionally roughened to ensure proper bond between the old and new concrete surfaces. 7. Control of Shrinkage and Deflection on Connecting Reinforcement Dowels that are fixed in the existing structure may be subject to shear as a result of longitudinal shrinkage and vertical deflection when the falsework is removed. These shear forces may result in a reduced tensile capacity of the connection. When connecting the transverse reinforcing bars across the closure strip is unavoidable, the interaction between shear and tension in the dowel orreinforcing bar shall be checked. The use of wire rope or sleeved reinforcement may beacceptable, subject to approval by your supervisor. Where possible, transverse reinforcing bars shall be spliced to the existing reinforcing bars in ablocked-out area which can be included in the closure strip. Nominal, shear friction, temperature and shrinkage, and distribution reinforcing bars shall be bent into the closure strip. Rock bolts may be used to transfer connection loads deep into the existing structure, subject tothe approval of your supervisor.
8. Post-tensioning Post-tensioning of existing crossbeams may be utilized to increase the moment capacity and toeliminate the need for additional substructure. Generally, an existing crossbeam can becoredrilled for post-tensioning if it is less than 30 long. The amount of drift in the holes alignment may be approximately 1 in 20. For crossbeams longer than 30, external posttensioning should be considered. For an example of this application, refer to Contract 3846, Bellevue Transit Access Stage1.
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B. Connection Details The details on the following sheets are samples of details which have been used for widening bridges. They are informational and are not intended to restrict the designers judgment. 1. Box Girder Bridges Figures 5.5.4-1 through 5.5.4-6 show typical details for widening box girder bridges. Welding or mechanical butt splice are preferred over dowelling for the main reinforcement incrossbeams and columns when it can be done in the horizontal or flat position. It shall beallowed only when the bars to be welded are free from restraint at one end during the weldingprocess.
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2. Flat Slab Bridges It is not necessary to remove any portion of the existing slab to expose the existing transverse reinforcing bars for splicing purposes, because the transverse slab reinforcement is only distribution reinforcement. The transverse slab reinforcement for the widening may be dowelled directly into the existing structure without meeting the normal splice requirements. For the moment connection details, see Figure 5.5.4-7. Note: Falsework shall be maintained under pier crossbeams until closure pour is made and cured for 10 days.
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3. T-Beam Bridges Use details similar to those for box girder bridges for crossbeam connections. See Figure 5.5.4-8 for slab connection detail.
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4. Prestressed Concrete Girder Bridges Use details similar to those for box girder bridges for crossbeam moment connections and use details similar to those in Figure 5.5.4-9 for the slab connection detail.
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COMPRESSION SEAL
" (TYP.)
REMOVE SHADED PORTION OF EXISTING SLAB. REBUILD WITH CONCRETE FOR EXPANSION JOINTS TO FORM A SEAT FOR THE COMPRESSION SEAL.
"
Expansion Joint Detail Shown for Compression Seal With Existing ReinforcingSteelSaved
Figure 5.5.5-1
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1 #4 @ 1'-6" CTRS. PLACE BETWEEN CURB ONLY (TYP.) (INSERT VARIABLE LENGTH LEG IN " HOLE.) 2 #4 WITH 2'-0" MIN. SPLICE 2" CLR. 4" MIN. (REMOVE TO SOUND CONCRETE)
3" MI N.
VARIES
60
4"
90 1 EXISTING OPENING DRILL " HOLE FOR #4 REINF. BAR. SET WITH EPOXY RESIN (TYP.). (PLACE BETWEEN CURBS ONLY)
Expansion Joint Detail Shown for Compression Seal With New Reinforcing Steel Added
Figure 5.5.5-2
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Type W42G W50G W58G W74G WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G W32BTG W38BTG W62BTG 12 Slab 18 Slab 26 Slab 30 Slab 36 Slab U54G4 U54G5 U66G4 U66G5 U78G4 U78G5 UF60G4 UF60G5 UF72G4 UF72G5 UF84G4 UF84G5
Depth Area (in2) (in) 42.00 50.00 58.00 73.50 36.00 42.00 50.00 58.00 66.00 74.00 82.63 94.50 100.00 32.00 38.00 62.00 12.00 18.00 26.00 30.00 36.00 54.00 54.00 66.00 66.00 78.00 78.00 60.00 60.00 72.00 72.00 84.00 84.00 373.25 525.5 603.5 746.7 690.8 727.5 776.5 825.5 874.5 923.5 976.4
Iz (in4) 76092 164958 264609 546110 124772 183642 282559 406266 556339 734356 959393
Yb (in) 18.94 22.81 28.00 38.08 17.54 20.36 24.15 27.97 31.80 35.66 39.83 45.60 48.27 17.91 21.11 33.73 5.86 8.79 12.76 14.75 17.77 20.97 19.81 26.45 25.13 32.06 30.62 26.03 24.74 31.69 30.26 37.42 35.89
Wt (k/ft) 0.428 0.602 0.692 0.856 0.792 0.834 0.890 0.946 1.002 1.058 1.119 1.202 1.241 0.615 0.657 0.822 0.637 0.748 1.054 1.181 1.581 1.190 1.273 1.385 1.467 1.579 1.662 1.384 1.466 1.578 1.661 1.773 1.855
Volume to Surface Ratio (in) 2.77 3.12 3.11 2.90 3.24 3.23 3.22 3.21 3.20 3.19 3.19 3.18 3.17 2.89 2.90 2.92 4.74 3.80 4.86 4.73 5.34 3.51 3.47 3.51 3.47 3.51 3.48 3.48 3.45 3.48 3.45 3.48 3.46
Max. Span Max. Length Capability (252 kips (ft) Limit) (ft) 85 115 130 150 105 120 140 155 165 175 190 190 205 80 95 135 33 50 72 83 100 130 130 150 150 170 170 150 150 160 170 180 180 203 160 152 160 152 142 136
1049.1 1328995 1082.8 1524912 537.0 573.0 717.0 556.0 653.1 920.1 1031.1 1379.7 1038.8 1110.8 1208.5 1280.5 1378.2 1450.2 1207.7 1279.7 1377.4 1449.4 73730 114108 384881 6557 21334 64049 103241 205085 292423 314382 516677 554262 827453 885451 483298 519561 787605 844135
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Loads and Load Factors Allowable Stresses Prestress Losses Shear Design Shipping and Handling Continuous Structure Configuration Girder End Support Skew Angle Intermediate Diaphragms
A. Support Conditions The prestressed girders are assumed to be supported on rigid permanent simple supports. Thesesupports can be either bearing seats or elastomeric pads. The design span length is the distance center to center of bearings for simple spans. For continuous spans erected on falsework (raised crossbeam), the effective point of support for girder design is assumed to be the face of the crossbeam. For continuous spans on crossbeams (dropped or semi-dropped crossbeam), the design span length is usually the distance center to center of temporary bearings.
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SECTION AS DETAILED
WEF
(EFFECTIVE FLANGE WIDTH) " WEARING SURFACE
WT
WT = WEF
ESLAB EGIRDER
PAD = A-T FOR DEAD LOAD AND FOR COMPOSITE SECTION FOR NEGATIVE MOMENT. = 0.0 FOR COMPOSITE SECTION FOR POSITIVE MOMENT.
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B. Composite Action 1. General The sequence of construction and loading is extremely important in the design of prestressed girders. The composite section has a much larger capacity than the basic girder section but it cannot take loads until the deck slab has obtained adequate strength. Assumptions used incomputing composite section properties are shown in Figure 5.6.2-1. 2. Load Application The following sequence and method of applying loads is typically used in girder analysis: a. Girder dead load is applied to the girder section. b. Diaphragm dead load is applied to the girder section. c. Deck slab dead load is applied to the girder section. d. Superimposed dead loads (such as barriers, sidewalks and overlays) and live loads are applied to the composite section. The dead load of one traffic barrier may be divided among a maximum of three girders. 3. Composite Section Properties Minimum deck slab thickness is 7, but may be thicker if girder spacing dictates. This slab forms the top flange of the composite girder in prestressed girder bridge construction. a. Effective and Transformed Flange Width The effective flange width of a concrete deck slab for computing composite section properties shall be per AASHTO LRFD 4.6.2.6. The effective flange width shall bereduced by the ratio Eslab/Egirder to obtain the transformed flange width. The effective modulus of the composite section with the transformed flange width is then Egirder. b. Effective Flange Thickness The effective flange thickness of a concrete deck slab for computing composite section properties shall be the deck slab thicknessreduced by to account for wearing. Where a bridge will have an overlay applied prior to traffic being allowed on the bridge, the full deck slab thickness may be used as effective slab thickness. c. Flange Position An increased dimension from top of girder to top of deck slab at centerline of bearing at centerline of girder shall be shown in the Plans. This is called the A dimension. It accounts for the effects of girder camber, vertical curve, deck slab cross slope, etc. See Appendix 5-B1 for method of computing. For purposes of calculating composite section properties for negative moments, the pad/haunch height between bottom of deck slab and top of girder shall be taken as the A dimension minus the flange thickness Tat intermediate pier supports and shall be reduced by girder camber a appropriate at other locations. For purposes of calculating composite section properties for positive moments, the bottom of the deck slab shall beassumed to be directly on the top of the girder. This assumption may prove to be true atcenter of span where excess girder camber occurs.
d. Section Dead Load The deck slab dead load to be applied to the girder shall be based on the full deck slab thickness. The full effective pad/haunch weight shall be added to that load over the full length of the girder. The full effective pad or haunch height is typically the A dimension minus the flange thickness T, but may be higher at midspan for a crest vertical curve.
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C. Design Procedure 1. General The WSDOT Prestressed Girder Design computer program PGSuper is the preferred method for final design. 2. Stress Conditions The designer shall ensure that the stress limits as described in Table 5.2.1-1 are not exceeded for prestressed girders. Each condition is the result of the summation of stresses with each load acting on its appropriate section (such as girder only or composite section). Dead load impact need not be considered during lifting. During shipping, girder stresses shall be checked using two load cases. The first load case consists of a plumb girder with dead load impact of 20% acting either up or down. The second load case consists of an inclined girder with no dead load impact. The angle of inclination shall be the equilibrium tilt angle computed for lateral stability (see BDM 5.6.3.D.6 and equation (12) in reference12) with a roadway superelevation of 6%.
D. Standard Strand Locations Standard strand locations of typical prestressed girders are shown inFigure 5.6.2-2 and Appendices 5.6-A and 5.9-A.
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E. Girder End Types E. Girder Types types Thereshown are four shown on sheets. the standard girder sheets. Due toof the There End are four end onend the types standard girder Due to the extreme depth the extreme depth of the WF83G, WF95G, and WF100G girders, and possible end of girder tilt at WF83G, WF95G and WF100G girders, and possible end of girder tilt at the piers for profile the grades, piers profile grades, designer will need to pay attention details to assure the for designer will needthe to pay particular attention to particular details to assure theto girders will fit andthe perform girders will fit The and perform The four end types are shown as follows: as intended. four end asintended. types are shown as follows: 1. 1. End Type AA End Type A as shown in Figure 5.6.2-3 is for cantilever end piers with an end End Type diaphragm cast on the end of the girders. End Type A has a recess at the bottom of the girder near End Type A as shown in Figure 5.6.2-4 is for cantilever end piers with an end diaphragm cast the end for anelastomeric bearing pad. See Appendix 5.6-A7-9 and 5.6-A9-12 for bearing pad on the end of the girders. End Type A has a recess at the bottom of the girder near the end for details. The recess at the centerline of bearing is 0.5 deep. Thisrecess isto be used for profile an elastomeric bearing pad. See Appendix 5.6-A7-9 and 5.6-A9-12 for bearing pad details. The grades up to and including 4 percent. The recess is to be replaced by an embedded steel plate recess at the centerline of bearing is 0.5 deep. This recess is to be used for profile grades up to flush with the bottom of the girder for grades over 4 percent. A tapered bearing plate, with stops and including 4%. The recess is to be replaced by an embedded steel plate flush with the bottom at the edges to contain the elastomeric pad, can be welded or bolted tothe embedded plate to of the girder for grades over 4%. A tapered bearing plate, with stops at the edges to contain the provide a level bearing surface. elastomeric pad, can be welded or bolted to the embedded plate to provide a level bearing surface. Reinforcing bars and pretensioned strands project from the end of the girder. The designer shall Reinforcing bars and pretensioned strands project from the end of the girder. The designer shall assure that these bars and strands fit into the end diaphragm. Embedment of the girder end into assure that these bars and strands fit into the end diaphragm. Embedment of the girder end into the end diaphragm shall be a minimum of 3 and a maximum of 6. For girder ends where the tilt the end diaphragm shall be a minimum of 3 and a maximum of 6. For girder ends where the tilt would exceed 6 of embedment, the girder ends shall be tilted to attain a plumb surface when the would exceed 6 of embedment, the girder ends shall be tilted to attain a plumb surface when the girder is erected to the profile grade. girder is erected to the profile grade. The gap between the end diaphragm and the stem wall shall be a minimum of 1 or greater The gap between the end diaphragm and the stem wall shall be a minimum of 1 or greater than required for longitudinal bridge movement. than required for longitudinal bridge movement.
BACK OF PAVEMENT SEAT 10" VARIES BEARING
1'-1"
1'-0"
VARIES
End Type A (End Diaphragm on Girder) End Type A (End on Girder) FigureDiaphragm 5.6.2-4
Figure 5.6.2-3 WSDOT Bridge Design Manual M 23-50.04 August 2010 Page 5.6-8 Page 5.6-7 WSDOT Bridge Design Manual M 23-50.12 August 2012
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Concrete Structures
2. End Type B End Type B as shown in Figure 5.6.2-4 is for L type abutments. End Type B also has a recess at the bottom of the girder for an elastomeric bearing pad. Notes regarding the bearing recess on End Type A also apply to End Type B. End Type B is the only end type that does not have reinforcing or strand projecting from the girder end. The centerline of the diaphragm is normal to the roadway surface. The centerline of the bearing iscoincident with the centerline of the diaphragm at the top of the elastomeric pad.
DIAPHRAGM
JOINT 10"
1'-1"
6" MIN.
6" MIN. 6"
3" FILLET
1'-0"
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3. End Type C End Type C as shown in Figure 5.6.2-5 is for continuous spans and an intermediate hinge diaphragm at an intermediate pier. There is no bearing recess and the girder is temporarily supported on oak blocks. This detail is generally used only in low seismic areas such as east ofthe Cascade Mountains. The designer shall check the edge distance and provide a dimension that prevents edge failure, or spalling, at the top corner of the supporting cross beam for load from the oak block including dead loads from girder, deck slab, and construction loads. For prestressed girders with intermediate hinge diaphragms, designers shall: a. Check size and minimum embedment in crossbeam and diaphragm for hinge bars. b. Check interface shear friction at girder end (see Section 5.2.2.C.2).
HINGE
1" EMBEDMENT (TYP.)
45 FILLET (TYP.)
3"
4" AT GIRDER
6"
OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF BOTTOM FLANGE. REMOVE AFTER PLACING TRAFFIC BARRIER. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
4. End Type D End Type D as shown in Figure 5.6.2-6 is for continuous spans fully fixed to columns atintermediate piers. There is no bearing recess and the girder is temporarily supported onoakblocks. The designer shall check the edge distance and provide a dimension that prevents edge failure, or spalling, at the top corner of the supporting cross beam for load from the oak block including dead loads from girder, deck slab, and construction loads. The designer shall check interface shear friction at the girder end (see Section 5.2.2.C.2).
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OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF BOTTOM FLANGE. REMOVE AFTER PLACING TRAFFIC BARRIER. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
End Type D
Figure 5.6.2-6
F. Splitting Resistance in End Regions of Prestressed Girders The splitting resistance of pretensioned anchorage zones shall be as described in AASHTO LRFD 5.10.10.1. For pretensioned I-girders or bulb tees, the end vertical reinforcement shall not be larger than #5 bars and spacing shall not be less than 2. The remaining splitting reinforcement not fitting within the h/4 zone may be placed beyond the h/4 zone at a spacing of 2. G. Confinement Reinforcement in End Regions of Prestressed Girders Confinement reinforcement per AASHTO LRFD 5.10.10.2 shall be provided. H. Girder Stirrups Girder stirrups shall be field bent over the top mat of reinforcement in the deckslab. Girder stirrups may be prebent, but the extended hook shall be within the core of the slab (the inside edge of the hook shall terminate above the bottom mat deck slab bars).
I. Transformed Section Properties Transformed section properties shall not be used for design of prestressed girders. Use of gross section properties remains WSDOTs standard methodology for design of prestressed girders including prestress losses, camber and flexural capacity. In special cases, transformed section properties may be used for the design of prestressed girders with the approval of the WSDOT Bridge Design Engineer. The live load factor at the Service III load combination shall be as follows: LL = 0.8 when gross section properties are used LL = 1.0 when transformed section properties are used
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C. Handling of Prestressed Girders 1. In-Plant Handling Themaximum weight that can be handled by precasting plants in the Pacific Northwest is 252 kips. Pretensioning lines are normally long enough so that the weight of a girder governs capacity, rather than its length. Headroom is also not generally a concern for the deeper sections. 2. Lateral Stability during Handling The designer shall specify the lifting embedment locations (3 minimum from ends - see Standard Specification 6-02.3(25)L) and the corresponding concrete strength at release that provides anadequate factor of safety for lateral stability. The calculations shall conform to methods as described in references 2, 11, 12, 13. Recommended factors of safety of 1.0 against cracking, and 1.5 against failure shall be used. Lateral stability can be a concern when handling long, slender girders. Lateralbending failures are sudden, catastrophic, costly, pose a serious threat to workers and surroundings, and therefore shall be considered by designers. When the girder forms are stripped from the girder, the prestressing level is higher and the concrete strength is lower than atany other point in the life of the member. Lifting embedment/support misalignment, horizontal girder sweep and other girder imperfections can cause the girder to roll when handling, causing a component of the girder weight to be resisted by the weak axis. Lateral stability may be improved using the following methods: a. Move the lifting embedments away from the ends. This may increase the required concrete release strength, because decreasing the distance between lifting devices increases the concrete stresses at the harp point. Stresses at the support may also govern, depending on the exit location of the harped strands. b. Select a girder section that is relatively wide and stiff about its vertical (weak) axis.
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c. Add temporary prestressing in the top flange. d. Brace the girder. e. Raise the roll axis of the girder with a rigid yoke. For stability analysis of prestressed girders during in-plant handling, in absence of more accurate information, the following parameters shall be used: 1. Height of pick point above top of girder = 0.0 2. Lifting embedment transverse placement tolerance = 0.25 3. Maximum girder sweep tolerance at midspan = 0.000521 in/in of total girder length D. Shipping Prestressed Girders 1. General The ability to ship girders can be influenced by a large number of variables, including mode of transportation, weight, length, height, and lateral stability. The ability to ship girders is also strongly site-dependent. For large or heavy girders, routes to the site shall be investigated during the preliminary design phase. To this end, on projects using large or heavy girders, WSDOT can place an advisory in their special provisions including shipping routes, estimated permit fees, escort vehicle requirements, Washington State Patrol requirements, and permit approval time. 2. Mode of Transportation Three modes of transportation are commonly used in the industry: truck, rail, and barge. InWashington State, an overwhelming percentage of girders are transported by truck, sodiscussion in subsequent sections will be confined to this mode. However, on specific projects, it may be appropriate to consider rail or barge transportation. Standard rail cars can usually accommodate larger loads than a standard truck. Rail cars range incapacity from approximately 120 to 200 kips. However, unless the rail system runs directly from the precasting plant to the jobsite, members must be trucked for at least some of the route, and weight may be restricted by the trucking limitations. For a project where a large number of girders are required, barge transportation is usually the most economical. Product weights and dimensions are generally not limited by barge delivery, but by the handling equipment on either end. In most cases, if a product can be made and handled inthe plant, it can be shipped by barge.
3. Weight Limitations The net weight limitation with trucking equipment currently available in Washington State is approximately 190 kips, ifareasonable delivery rate (number of pieces per day) is to be maintained. Product weights ofup to 252 kips can be hauled with currently available equipment at a limited rate. Long span prestressed concrete girders may bear increased costs due to difficulties encountered during fabrication, shipping, and erection. Generally, costs will be less if a girder can be shipped to the project site in one piece. However, providing an alternate spliced-girder design to long span one-piece pretensioned girders may reduce the cost through competitive bidding. When a spliced prestressed concrete girder alternative is presented in the Plans, the substructure shall be designed and detailed for the maximum force effect case only (no alternative design forsubstructure). Local carriers should be consulted on the feasibility of shipping large or heavy girders on specific projects.
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4. Support Locations The designer shall provide shipping support locations in the plans to ensure adequate girder stability. Shipping support locations shall be no closer than the girder depth to the ends of the girder at the girder centerline. The overhangs at the leading and trailing ends of the girders should be minimized and equal if possible. Generally, the leading end overhang should not exceed 15 to avoid interference with trucking equipment. Local carriers should be consulted if a larger leading end overhang is required. Shipping support locations shall maintain the concrete stresses within allowable limits. Length between shipping support locations may be governed by turning radii on the route to the jobsite. Potential problems can be circumvented by moving the support points closer together (away from the ends of the girder), or by selecting alternate routes. Up to 130 between supports is typically acceptable for most projects.
5. Height Limitations The height of a deep girder section sitting on a jeep and steerable trailer is of concern when considering overhead obstructions on the route to the jobsite. The height of the support isapproximately 6 above the roadway surface. When adding the depth of the girder, including camber, the overall height from the roadway surface to the top of concrete can rapidly approach14. Overhead obstructions along the route should be investigated for adequate clearance in the preliminary design phase. Obstructions without adequate clearance must be bypassed by selecting alternate routes. Expectations are that, in some cases, overhead clearance will not accommodate the vertical stirrup projection on deeper WSDOT standard girder sections. Alternate stirrup configurations canbeused to attain adequate clearance, depending on the route from the plant to the jobsite. The designer shall specify support locations in the Plans that provide an adequate factor of safety 6. Lateral Stability during Shipping The designer shall specify support locations in the Plans for lateral stability during shipping. The calculations shall conform to methods as described in that provide anadequate factor of safety for lateral stability during shipping. The calculations references 2, 11, 12, 13. Recommended factors of safety of 1.0 against cracking, and 1.5 against shall conform to methods as described in references 2, 11, 12, 13. Recommended factors of safety failure (rollover of the truck) shall be used. See the discussion above on lateral stability during of 1.0 against cracking, and 1.5 against failure (rollover of the truck) shall be used. See the handling of prestressed girders for suggestions on improving stability. discussion above on lateral stability during handling of prestressed girders for suggestions on For lateral stability improving stability. analysis of prestressed girders during shipping, in absence of more accurate information, the following parameters shall be used: For lateral stability analysis of prestressed girders during shipping, in absence of more accurate a. Roll stiffness of entire truck/trailer system: information, the following parameters shall be used: a. Roll stiffness of entire truck/trailer system:
4,000 28,000
Where: N = required number of axles = Wg/Wa, rounded up to the nearest integer Where: Wg = total girder weight (kip) 18 (kip/axle) Wa = of axles = Wg / Wa, rounded up to the nearest integer N = required number b. Height of girder bottom above roadway = 72 Wg = total girder weight (kip) c. Height of truck roll center above road = 24 = 18 (kip/axle) Wa d. Center to center distance between truck tires = 72 e. Maximum expected roadway superelevation = 0.06 b. of girder roadway = 72= 0.001042 in/in of total girder length f. Height Maximum girderbottom sweep above tolerance at midspan c. of truck roll lateral center tolerance above road = 24 g. Height Support placement = 1
d. togirder centerC.G. distance between truck tires 72for camber h. Center Increase height over roadway by = 2% e. Maximum expected roadway superelevation = 0.06 f. Maximum girder sweep tolerance at midspan Page 5.6-14 g. Support placement lateral tolerance = 1
= 0.001042 in/in of total girder length M 23-50.12 WSDOT Bridge Design Manual
August 2012
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E. Erection A variety of methods are used to erect precast concrete girders, depending on the weight, length, available crane capacity, and site access. Lifting girders during erection is not as critical aswhen they are stripped from the forms, particularly when the same lifting devices are used for both. However, if a separate set of erection devices are used, the girder shall be checked for stresses and lateral stability. In addition, once the girder is set in place, the free span between supports is usually increased. Wind can also pose a problem. Consequently, when girders are erected, they shall immediately be braced. The temporary bracing of the girders is the contractors responsibility. F. Construction Sequence for Multi-Span Prestressed Girder Bridges For multi-span prestressed girder bridges, the sequence and timing of the superstructure construction has a significant impact on the performance and durability of the bridge. In order to maximize the performance and durability, the construction sequence details shown in Appendix 5.6-A2 shall befollowed for all new WSDOT multi-span prestressed girder bridges. Particular attention shall bepaid to the timing of casting the lower portion of the pier diaphragms/crossbeams (30 days minimum after girder fabrication) and the upper portion of the diaphragms/crossbeams (10 days minimum after placement of the deck slab). Therequirements apply to multi-span prestressed girder bridges with monolithic and hinge diaphragms/crossbeams.
2. Girder Concrete Strength Higher girder concrete strengths should be specified where that strength can be effectively used to reduce the number of girder lines, see Section 5.1.1.A.2. When the bridge consists of a large number of spans, consideration should be given to using a more exact analysis than the usual design program in an attempt to reduce the number of girder lines. This analysis shall take into account actual live load, creep, and shrinkage stresses in the girders. 3. Girder Spacing Consideration must be given to the deck slab cantilever length to determine the most economical girder spacing. This matter is discussed in Section 5.6.4.B. The deck slab cantilever length should be made a maximum if a line of girders can be saved. It is recommended that the overhang length, from edge of slab to center line of exterior girder, be less than 40% of girder spacing; then the exterior girder can use the same design as that of the interior girder. Thefollowing guidance issuggested. a. Tapered Spans On tapered roadways, the minimum number of girder lines should be determined asifallgirder spaces were to be equally flared. As many girders as possible, within the limitations of girder capacity should be placed. Deck slab thickness may have to beincreased in some locations in order to accomplish this. b. Curved Spans On curved roadways, normally all girders will be parallel to each other. Itiscritical that the exterior girders are positioned properly in this case, as described in Section 5.6.4.B. c. Geometrically Complex Spans Spans which are combinations of taper and curves will require especially careful consideration in order to develop the most effective and economical girder arrangement. Where possible, girder lengths and numbers of straight and harped strands should be made the same for as many girders as possible in each span.
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d. Number of Girders in a Span Usually all spans will have the same number of girders. Where aesthetics of the underside ofthe bridge is not a factor and where a girder can be saved in a short side span, consideration should be given to using unequal numbers of girders. It should be noted that this will complicate crossbeam design by introducing torsion effects and that additional reinforcement will be required in the crossbeam. B. Deck Slab Cantilevers The exterior girder location is established by setting the dimension from centerline of the exterior girder to the adjacent curb line. For straight bridges this dimension will normally be no less than 2-6 for W42G, W50G, and W58G; 3-0 for W74G; and 3-6 for WF74G, WF83G, WF95G and WF100G. Some considerations which affect this are noted below. 1. Appearance Normally, for best appearance, the largest deck slab overhang which is practical should be used. 2. Economy Fortunately, the condition tending toward best appearance is also that which will normally give maximum economy. Larger curb distances may mean that a line of girders can be eliminated, especially when combined with higher girder concrete strengths. 3. Deck Slab Strength It must be noted that for larger overhangs, the deck slab section between the exterior and the first interior girder may be critical and may require thickening. 4. Drainage Where drainage for the bridge is required, water from bridge drains is normally piped across the top of the girder and dropped inside of the exterior girder line. A large deck slab cantilever length may severely affect this arrangement and it must be considered when determining exterior girderlocation. 5. Bridge Curvature When straight prestressed girders are used to support curved roadways, the curb distance must vary. Normally, the maximum deck slab overhang at the centerline of the long span will bemade approximately equal to the overhang at the piers on the inside of the curve. At the point ofminimum curb distance, however, the edge of the girder top flange should be no closer than 1-0 from the deck slab edge. Where curvature is extreme, other types of bridges should beconsidered. Straight girder bridges on highly curved alignments have a poor appearance and also tend to become structurally less efficient. C. Diaphragm Requirements 1. General Diaphragms used with prestressed girder bridges serve two purposes. During the construction stage, the diaphragms help to provide girder stability for pouring the deck slab. During the life ofthe bridge, the diaphragms act as load distributing elements, and are particularly advantageous for distribution of large overloads. Diaphragms also improve the bridge resistance to over-height impact loads. Diaphragms for prestressed girder bridges shall be cast-in-place concrete. Standard diaphragms and diaphragm spacings are given in the office standards for prestressed girder bridges. For large girder spacings or other unusual conditions, special diaphragm designs shall be performed.
2. Design Diaphragms shall be designed as transverse beam elements carrying both dead load and live load. Wheel loads for design shall be placed in positions so as to develop maximum moments and maximum shears. 3. Geometry Diaphragms shall normally be oriented parallel to skew (as opposed to normal to girder centerlines). This procedure has the following advantages: a. The build-up of higher stresses at the obtuse corners of a skewed span is minimized. Thisbuild-up has often been ignored in design.
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b. Skewed diaphragms are connected at points of approximately equal girder deflections and thus tend to distribute load to the girders in a manner that more closely meets designassumptions. c. The diaphragms have more capacity as tension ties and compression struts are continuous. Relatively weak inserts are only required at the exterior girder. On curved bridges, diaphragms shall normally be placed on radial lines. 4. Full or Partial Depth Intermediate Diaphragms Prestressed concrete girder bridges are often damaged by over-height loads. The damage may range from spalling and minor cracking of the bottom flange or web of the prestressed concrete girder to loss of a major portion of a girdersection. Based on research done by WSU (see reference 24), the use of intermediate diaphragms for I-shape and deck bulb tee prestressed concrete girder bridges shall be as follows: a. Full depth intermediate diaphragms as shown in the office standard plans shall be used for bridges crossing over roads of ADT > 50000. b. Either full depth or partial depth intermediate diaphragms as shown in the office standard plans may be used for all bridges not included in item 1. The use of full or partial depth intermediate diaphragms in bridge widenings shall be considered on a case-by-case basis depending on the width of the widening and number of added girders.
D. Skew Effects Skew in prestressed girder bridges affects structural behavior and member analysis and complicates construction. 1. Analysis Normally, the effect of skew on girder analysis is ignored. It is assumed that skew has little structural effect on normal spans and normal skews. For short, wide spans and for extreme skews (values over 45), the effect of the skew on structural action shall be investigated. All trapezoidal tub, slab, tri-beam and deck bulb-tee girders have a skew restriction of 30. 2. Detailing To minimize labor costs and to avoid stress problems in prestressed girder construction, the ends of girders for continuous spans shall normally be made skewed. Skewed ends of prestressed girders shall always match the piers they rest on at either end. E. Grade and Cross Slope Effects Large cross slopes require an increased amount of the girder pad dimension (A dimension) necessary to ensure that the structure can be built. This effect is especially pronounced if the bridge isonahorizontal or vertical curve. Care must be taken that deck drainage details reflect the cross slope effect. Girder lengths shall be modified for added length along grade slope. F. Curve Effect and Flare Effect Curves and tapered roadways each tend to complicate the design of straight girders. The designer must determine what girder spacing to use for dead load and live load design and whether or not arefined analysis, that considers actual load application, is warranted. Normally, the girder spacing atcenterline of span can be used for girder design, especially in view of the conservative assumptions made for the design of continuous girders. G. Girder Pad Reinforcement Girders with a large A dimension may require a deep pad between the top of the girder and the bottom of the deck. When the depth of the pad at the centerline of the girder exceeds 6, reinforcement shall be provided in the pad as shown in Figure 5.6.4-1.
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GIRDER
PAD HEIGHT
GIRDER REINFORCEMENT
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2. Moderate Damage If damage is moderate, consisting of loss of a substantial portion of the flange and possibly loss of one or more strands, a repair procedure must be developed using the following guidelines. Itisprobable that some prestress will have been lost in the damaged area due to reduction in section and consequent strand shortening or through loss of strands. The following repair procedure is recommended to assure that as much of the original girder strength as possible isretained: a. Determine Condition Sketch the remaining cross section of the girder and compute its reduced section properties. Determine the stress in the damaged girder due to the remaining prestress and loads in the damaged state. If severe overstresses are found, action must be taken to restrict loads onthe structure until the repair has been completed. If the strand loss is so great that AASHTO prestress requirements cannot be met with the remaining strands, consideration should begiven to replacing the girder. b. Restore Prestress If Needed If it is determined that prestress must be restored, determine the stress in the bottom fiber ofthe girder as originally designed due to DL + LL + I + Prestress. (This will normally beabout zero psi). Determine the additional load (P) that, when applied to the damaged girder inits existing condition, will result in this same stress. Take into account the reduced girder section, the effective composite section, and any reduced prestress due to strand loss. Shouldthe damage occur outside of the middle one-third of the span length, the shear stress with the load (P) applied should also be computed. Where strands are broken, consideration should begiven to coupling and jacking them to restore their prestress. c. Prepare a Repair Plan Draw a sketch to show how the above load is to be applied and specify that the damaged area is to be thoroughly prepared, coated with epoxy, and repaired with grout equal in strength tothe original concrete. Specify that this load is to remain in place until the grout has obtained sufficient strength. The effect of this load is to restore lost prestress to the strands which have been exposed. d. Test Load Consideration should be given to testing the repaired girder with a load equivalent to 1.0DL+1.5(LL+IM). The LL Live Load for test load is HL-93. 3. Severe Damage Where the damage to the girder is considered to be irreparable due to loss of many strands, extreme cracking, etc., the girder may need to be replaced. This has been done several times, butinvolves some care in determining a proper repair sequence. In general, the procedure consists of cutting through the existing deck slab and diaphragms and removing the damaged girder. Adequate exposed reinforcement steel must remain to allow splicing of the new bars. The new girder and new reinforcement is placed and previously cut concrete surfaces are cleaned and coated with epoxy. New deck slab and diaphragm portions are then poured. It is important that the camber of the new girder be matched with that in the old girders. Excessive camber in the new girder can result in inadequate deck slab thickness. Girder camber can be controlled by prestress, curing time, or dimensional changes. Pouring the new deck slab and diaphragms simultaneously in order to avoid overloading the existing girders in the structure should be considered. Extra bracing of the girder at the time ofdeck slab pour shall be required. Methods of construction shall be specified in the plans that will minimize inconvenience and dangers to the public while achieving a satisfactory structural result. High early strength grouts and concretes should be considered.
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In case of replacement of a damaged girder, the intermediate diaphragms adjacent to the damaged girder shall be replaced with full depth diaphragms as shown in Figure 5.6.6-1. In case of replacement of a damaged girder, the replacement girder shall preferably be the same type as the original damaged girder. In case of repair of a damaged girder with broken or damaged prestressing strands, the original damaged strands shall be replaced with similar diameter strands. Restoration of the prestress force as outlined in BDM 5.6.6 B-2b shall be considered. Existing bridges with pigmented sealer shall have replacement girders sealed. Those existing bridges without pigmented sealer need not be sealed.
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4. Repair vs. Replacement of Damaged Girder Several factors need to be considered when evaluating whether to repair or to replace a damaged girder. Among them are the level of concrete damage, number of broken strands, location and magnitude of web damage, permanent offset of the original girder alignment, and overall structural integrity. Other considerations include fresh damage to previously damaged girders, damage to adjacent girders, and cost of repair versus replacement. Ultimately, the evaluation hinges on whether the girder can be restored to its original capacity and whether the girder can berepaired sufficiently to carry its share of the original load. The following guidelines describe damaged girder conditions which require replacement: Strand Damage More than 25% of prestressing strands are damaged/severed. If over 25% of the strands have been severed, replacement is required. Splicing is routinely done to repair severed strands. However, there are practical limits as to the number of couplers that can beinstalled in the damaged area. Girder Displacements The bottom flange is displaced from the horizontal position more than per 10 of girder length. If the alignment of the girder has been permanently altered by the impact, replacement is required. Examples of non-repairable girder displacement include cracks at the web/flange interface that remain open. Abrupt lateral offsets may indicate that stirrups have yielded. A girder that is permanently offset may not be restorable toits original geometric tolerance by practical and cost-effective means. Concrete Damage at Harping Point Concrete damage at harping point resulting inpermanent loss of prestress. Extreme cracking or major loss of concrete near the harping point may indicate a change in strand geometry and loss in prestress force. Such loss ofprestress force in the existing damaged girder cannot be restored by practical and cost effective means, and requires girder replacement. Concrete Damage at Girder Ends Severe concrete damage at girder ends resulting inpermanent loss of prestress or loss of shear capacity. Extreme cracking or major loss ofconcrete near the end of a girder may indicate unbonding of strands and loss in prestress force or a loss of shear capacity. Such loss of prestress force or shear capacity in the existing damaged girder cannot be restored by practical and cost-effective means, and requires girder replacement. There are other situations as listed below which do not automatically trigger replacement, butrequire further consideration and analysis. Significant Concrete Loss For girder damage involving significant loss of concrete from the bottom flange, consideration should be given to verifying the level of stress remaining in the exposed prestressing strands. Residual strand stress values will be required for any subsequent repair procedures. Adjacent Girders Capacity of adjacent undamaged girders. Consideration must be given as to whether dead load from the damaged girder has been shed to the adjacent girders and whether the adjacent girders can accommodate the additional load. Previously Damaged Girders Damage to a previously damaged girder. An impact toagirder that has been previously repaired may not be able to be restored to sufficientcapacity. Cost Cost of repair versus replacement. Replacement may be warranted if the cost of repair reaches 70% of the replacement project cost.
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C. Miscellaneous References The girder replacement contracts and similar jobs listed inTable5.6.6-1 should be used for guidance:
Contract C-7425 C-7637 Project Name I-5 Bridge 005/518 Girder Replacement SR 520/ W Lake Sammamish Pkwy To SR 202 HOV And SR SR 14, Lieser Road Bridge Repair I-90 Bridge No. 90/121Replace Portion Of Damaged Bridge Total Bridge Year work Number Length (ft) planned 5/518 11/1 322 287 2008 2009 Work Description Replace damaged PCG Replace damaged PCG in one span Replace damaged PCG Replace damaged PCG Replace damaged PCG Replace fire damage PCG span Repair Repair
C-7095 C-7451
14/12 90/121
208 250
2006 2007
C-7567 C-7774
Us395 Col Dr Br & Court St 395/103 Br - Bridge Repair SR 509, Puyallup River Bridge Special Repairs Columbia Center IC Br. 12/432(Simple Span) 16th Avenue IC Br. 12/344 (Continuous Span) Mae Valley U Xing (SimpleSpan) 13th Street O Xing 5/220 (Northwest Region) SR 506 U Xing 506/108 (Northwest Region) Bridge 5/411 NCD (Continuous Span) Chamber of Commerce Way Bridge 5/227 509/11
114 3584
2008 2010
KD-20080 Golden Givens Road Bridge 512/10 KD-2154 Anderson Hill Road Bridge 3/130W
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B. Slab Girders Slab girder lengths shall be limited to the girder depth divided by 0.03 due to unexpected variations from traditional beam camber calculations. The following are maximum girder lengths using this criteria: 12 deep slab = maximum girder length of 33 18 deep slab = maximum girder length of 50 26 deep slab = maximum girder length of 72 30 deep slab = maximum girder length of 83 36 deep slab = maximum girder length of 100 The standard width of slab girders is shown in the girder standard plans. The width of slab girders can be increased but generally should not exceed 8-0. A minimum 5 composite CIP deck slab shall be placed over slab girders. The CIP concrete deck slab shall at a minimum be Class 4000D concrete with one layer of #4 epoxy coated reinforcement in both the transverse and longitudinal directions spaced at 1-0 maximum. Welded ties are still required. The AASHTO LRFD 2.5.2.6.2 deflection criteria shall be satisfied for slab girders. Temporary top strands are not required for the lateral stability of slab girders. Temporary top strands can be used if required to control concrete stresses due to plant handling, shipping and erection. Thesestrands shall be bonded for 10 at both ends of the girder, and unbonded for the remainder of the girder length. Temporary strands shall be cut prior to placing the CIP deck slab. The specified design compressive strength (c) of slab girders should be kept less than or equal to8ksi to allow more fabricators to bid.
C. Double-Tee and Ribbed Deck Girders Double-tee and ribbed deck girders shall be limited to widening existing similar structures. An HMA overlay with membrane shall be specified. These sections are capable of spanning up to 60. D. Deck Bulb-Tee Girders Deck bulb-tee girders have standard girder depths of 35, 41, 53, and 65inches. The top flange/deck may vary from 4-feet 1-inch to 6-feet wide. They are capable of spanning up to 135feet. Deck bulb-tee girders with an HMA overlay shall be limited to pedestrian bridges and to widening existing similar structures with an HMA overlay. A waterproofing membrane shall be provided. Thisis not a preferred option for WSDOT bridges, but is often used by local agencies. Deck bulb-tee girders may be used with a minimum 5 composite CIP deck slab as described above for slab girders. Welded ties and grouted keys at flange edges shall still be provided. Thin flange deck bulb-tee girders (3 top flange instead of 6) with a minimum 7 composite CIP deck slab and two mats ofepoxy-coated reinforcement are an alternative to deck bulb-tee girders. Thin flange deck bulb tee sections can beupto8feet wide. This is a preferred option for WSDOT bridges. It does not require welded ties and grouted keys.
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B. Curved Precast Tub Girders Curved precast tub girders may be considered for bridges with moderate horizontal radiuses. PrecastI-girders may not be curved. Curved precast tub girders can either be designed in one piece or in segments depending on span configurations and shipping limitations. Curved precast tub girders are post-tensioned at the fabrication plant and shipped to the jobsite. Additional jobsite post-tensioning may be required ifsegment assembly is necessary, or if continuity over intermediate piers is desired. Closure joints atsegment splices shall meet the requirements of Section 5.9.4.C. The following limitations shall be considered for curved precast tub girders: 1. The overall width of precast curved segments for shipment shall not exceed 16 feet. 2. The location of the shipping supports shall be carefully studied so that the precast segment isstable during shipping. The difference in dead load reactions of the shipping supports within the same axle shall not exceed 5 percent. 3. The maximum shipping weight of precast segments may be different depending on the size ofprecast segments. The shipping weight shall meet the legal axle load limits set by the RCW, but inno case shall the maximum shipping weight exceed 275 kips. 4. The minimum web thickness shall be 10. Other cross-sectional dimensions of WSDOT standard tub girders are applicable to curved precast tub girders. 5. Effects of curved tendons shall be considered per Section 5.8.1.F. 6. The clear spacing between ducts shall be 2 min. The duct diameter shall not exceed 4.
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B. Computation of Deck Slab Strength The design thickness for usual deck slabs are shown in Figures 5.7.1-1 & 2. The thickness of the deck slab and reinforcement in the area of the cantilever may be governed bytraffic barrier loading. Wheel loads plus dead load shall be resisted by the sections shown inFigure5.7.1-2. Design of the cantilever is normally based on the expected depth of deck slab at centerline ofgirder span. This is usually less than the dimensions at the girder ends.
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C. Computation of A Dimension The distance from the top of the deck slab to the top of the girder at centerline bearing at centerline of girder is represented bythe A Dimension. It is calculated in accordance with the guidance of Appendix 5-B1. This ensures that adequate allowance will be made for excess camber, transverse deck slopes, vertical and horizontal curvatures. Where temporary prestress strands at top of girder are used to control the girder stresses due to shipping and handling, the A dimension must be adjusted accordingly. The note in the left margin of the layout sheet shall read: A Dimension = X (not for design).
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B. Longitudinal Reinforcement This section discusses reinforcement requirements for resistance of longitudinal moments incontinuous multi-span precast girder bridges and is limited to reinforcement in the deck slab since capacity for resisting positive moment is provided by the girder reinforcement. 1. Simple Spans For simple span bridges, longitudinal deck slab reinforcement is not required to resist negative moments and therefore the reinforcement requirements are nominal. Figure 5.7.2-2 defines longitudinal reinforcement requirements for these slabs. The bottom longitudinal reinforcement is defined by AASHTO LRFD 9.7.3.2 requirements for distribution reinforcement. The top longitudinal reinforcement is based on current office practice.
2. Continuous Spans Continuity reinforcement shall be provided at supports for loads applied after establishing continuity. The longitudinal reinforcement in the deck slab at intermediate piers is dominated bythe negative moment requirement. Where these bars are cut off, they are lapped by the nominal top longitudinal reinforcement described in Section 5.7.2.D. The required deck slab thickness for various bar combinations is shown in Table 5.7.2-1.
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C. Distribution of Flexural Reinforcement The provision of AASHTO LRFD 5.7.3.4 for class 2 exposure condition shall be satisfied for both the top and bottom faces of the deck slab.
Minimum Deck Slab Thickness (Inches) Transverse Bar Longitudinal Bar #4 #5 #6 #7 #8 #9 #10 #5 7 7 7 7 8 8 8 #6 -7 7 8 8 8 -#7 -7 8 8 8 9 --
Note: Deduct from minimum deck slab thickness shown in table when an overlay is used.
D. Bar Patterns Figure 5.7.2-3 shows two typical top longitudinal reinforcing bar patterns. Care must be taken that bar lengths conform to the requirements of Section 5.1.2.
Longitudinal Reinforcing Bar Patterns
Figure 5.7.2-3
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The symmetrical bar pattern shown should normally not be used when required bar lengths exceed 60 feet. If the staggered bar pattern will not result in bar lengths within the limits specified inSection5.1.2, the method shown in Figure 5.7.2-4 may be used to provide an adequate splice. Allbars shall be extended by their development length beyond the point where the bar is required. Normally, no more than 33% of the total area of main reinforcing bars at a support (negative moment) or at midspan (positive moment) shall be cut off at one point. Where limiting this value to33% leads to severe restrictions on the reinforcement pattern, an increase in figure may beconsidered. Two reinforcement bars shall be used as stirrup hangers.
E. Concrete Deck Slab Design and Detailing These requirements are primarily for beam-slab bridges with main reinforcement perpendicular totraffic: Minimum cover over the top layer of reinforcement shall be 2.5 including 0.5 wearing surface (Deck Protection Systems 1 and 4). The minimum cover over the bottom layer reinforcement shall be1.0. The minimum clearance between top and bottom reinforcing mats shall be 1. A maximum bar size of #5 is preferred for longitudinal and transverse reinforcement in the deck slab except that a maximum bar size of #7 is preferred for longitudinal reinforcement atintermediate piers. The minimum amount of reinforcement in each direction shall be 0.18 in.2/ft for the top layer and 0.27 in.2/ft for the bottom layer. The amount of longitudinal reinforcement in the bottom ofdeck slabs shall not be less than 220 67 percent of the positive moment as specified in AASHTO S LRFD9.7.3.2. Top and bottom reinforcement in longitudinal direction of deck slab shall be staggered to allow better flow of concrete between the reinforcing bars.
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The maximum bar spacing in transverse and longitudinal directions for the top mat, and transverse direction of the bottom mat shall not exceed 12. The maximum bar spacing for bottom longitudinal within the effective length, as specified in AASHTO LRFD 9.7.2.3, shall not exceed the deck thickness. Allow the Contractor the option of either a roughened surface or a shear key at the intermediate pier diaphragm construction joint. Both, top and bottom layer reinforcement shall be considered when designing for negative moment at the intermediate piers. Reduce lap splices if possible. Use staggered lap splices for both top and bottom in longitudinal and transverse directions.
B. Design Criteria The design of SIP deck panels follows the AASHTO LRFD Specifications and the PCI Bridge Design Manual. The design philosophy of SIP deck panels is identical to simple span prestressed girders. They are designed for Service Limit State and checked for Strength Limit State. The precast panels support the dead load of deck panels and CIP topping, and the composite SIP deck panel and CIP cross-section resists the live load and superimposed dead loads. The tensile stress at the bottom of the panel is limited to zero per WSDOT design practice. C. Limitations on SIP Deck Panels The conventional full-depth CIP deck slab shall be used for most applications. However, the WSDOT Bridge and Structures Office may allow the use of SIP deck panels with the following limitations: 1. SIP deck panels shall not be used in negative moment regions of continuous conventionally reinforced bridges. SIP deck panels may be used in post-tensioned continuous bridges. 2. Bridge widening. SIP deck panels are not allowed in the bay adjacent to the existing structure because it is difficult to set the panels properly on the existing structure, and the requirement for a CIP closure. SIP deck panels can be used on the other girders when the widening involves multiple girders. 3. Phased construction. SIP deck panels are not allowed in the bay adjacent to the previously placed deck because of the requirement for a CIP closure. 4. Prestressed girders with narrow flanges. Placement of SIP deck panels on girders with flanges less than 12 wide is difficult. 5. A minimum deck slab thickness of 8.5, including 3.5 precast deck panel and 5 CIP concrete topping shall be specified. 6. SIP deck panels are not allowed for steel girder bridges.
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Type 1 Protection System
Figure 5.7.4-1 WSDOT Bridge Design Manual M 23-50.06 July 2011
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2. Type 2 Protection System This protection system consists of concrete overlays, see Figure 5.7.4-2. Concrete overlays are generally described as a 1.5 unreinforced layer of modified concrete used to rehabilitate an existing deck. Overlay concrete is modified to provide a low permeability that slows or prevents the penetration of water into the bridge deck, but also has a high resistance to rutting. WSDOT Bridge Management Unit shall determine the type of concrete overlay placed on all new or existing decks; and may specify similar overlays such as a polyester or RSLMC in special cases when rapid construction is cost effective. Brief descriptions of common overlays are asfollows. a. 1 Modified Concrete Overlay These overlays were first used by WSDOT in 1979 and have an expected life between 20-40 years. There are more than 600 bridges with concrete overlays as of 2010. This is the preferred overlay system for deck rehabilitation that provides long-term deck protection and a durable wearing surface. In construction, the existing bridge deck is hydromilled prior to placing the 1.5 overlay. This requires the grade to be raised 1. The modified concrete overlay specifications allow a contractor to choose between a Latex, Microsilica or Fly ash mix design. Construction requires a deck temperature between 45F - 75F with a wind speed less than 10 mph. Traffic control can be significant since the time to construct and cure is 42 hours. b. Polyester Modified Concrete Overlay These overlays were first used by WSDOT in 1989 and have an expected life between 20-40 years with more than 20 overlay as of 2010. This type of overlay uses specialized polyester equipment and materials. Construction requires dry weather with temperatures above 50F and normally cures in 4 hours. A polyester concrete overlay may be specified in special cases when rapid construction isneeded. c. 1 Rapid Set Latex Modified Concrete Overlay A rapid set latex modified concrete (RSLMC) overlay uses special cement manufactured by the CTS Company based in California. RSLMC is mixed in a mobile mixing truck and applied like a regular concrete overlay. The first RSLMC overlay was applied to bridge 162/20 South Prairie Creek in 2002 under contract 016395. Like polyester, this overlay cures in 4 hours and may be specified in special cases when rapid construction is needed. d. Thin Polymer Overlay Thin polymer overlays are built up layers of a polymer material with aggregate broad cast by hand. The first thin overlay was placed in 1986 and after placing 25 overlays, they were discontinued in the late 1998 due to poor performance.
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3. Type 3 Protection System This protection system consists of a Hot Mixed Asphalt (HMA) overlay wearing surface and requires the use of a waterproofing membrane, see Figure 5.7.43. HMA overlays provide a lower level of deck protection and introduce the risk of damage by planing equipment during resurfacing. Asphalt overlays with a membrane were first used on a WSDOT bridges in 1971 and about of WSDOT structures have HMA. The bridge HMA has an expected life equal to the roadway HMA when properly constructed. Waterproof membranes are required with the HMA overlay. Unlike roadway surfaces, the HMA material collects and traps water carrying salts and oxygen at the concrete surface deck. This is additional stress to an epoxy protection system or a bare deck and requires a membrane to mitigate the penetration of salts and oxygen to the structural reinforcement and cement paste. See Standard Specifications for more information on waterproof membranes. HMA overlays may be used in addition to the Type 1 Protection System for new bridges where it is desired to match roadway pavement materials. New bridge designs using HMA shall have a depth of overlay between 0.15 (1.8) and 0.25 (3). Designers should consider designing for a maximum depth of 0.25 to allow future overlays to remove and replace 0.15 HMA without damaging the concrete cover or the waterproof membrane. Plan sheet references to the depth of HMA shall be in feet, since this is customary for the paving industry. WSDOT roadway resurfacing operations will normally plane and pave 0.15 of HMA which encourages the following design criteria. Existing structures may apply an HMA overlay in accordance with the Bridge Paving Policies, Section 5.7.5. Standard Plan A-40.20.00, Bridge Transverse Joints Seals for HMA provides some standard details for saw cutting small relief joints in HMA paving. Saw cut joints can have a longer life, better ride, and help seal the joint at a location known to crack and may be used for small bridge expansion joints less than 1 inch. WSDOT prohibits the use of a Type 3 Protection System for prestressed slab or deck girder bridges managed by WSDOT except for pedestrian bridges or for widening existing similar structures with an HMA overlay. The HMA with membrane provides some protection to the connections between girder or slab units, but can be prone to reflective cracking at the joints. It is not uncommon for voided slabs to fill with water and aggressively corrode the reinforcement. Precast prestressed members with a Type 3 Protection System shall have a minimum cover of 2 over an epoxy coated top mat.
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4. Type 4 Protection System This system is a minimum 5 cast-in-place (CIP) topping with one mat of epoxy coated reinforcement and placed on prestressed slab or deck girder members, see Figure 5.7.4-4. This system eliminates girder wheel distribution problems, provides a quality protection system and provides a durable wearing surface. a. A minimum concrete cover of 1 applies to the top mat of the top flange of the prestressed member. b. Epoxy coating the prestressed member top mat reinforcement is not required.
5. Type 5 System This system requires a layered, 3 concrete cover for double protection, see Figure 5.7.4-5. All segmentally constructed bridges shall use this system to protect construction joints and provide minor grade adjustments during construction. Bridge decks with transverse or longitudinal post-tensioning in the deck shall use this system since deck rehabilitation due to premature deterioration is very costly. The 3 cover consists of the following: a. The deck is constructed with a 1 concrete cover. b. Both the top and bottom mat of deck reinforcing are epoxy-coated. Girder/web stirrups and horizontal shear reinforcement does not require epoxy-coating. c. The deck is then scarified prior to the placement of a modified concrete overlay. Scarification shall be diamond grinding to preserve the integrity of the segmental deck andjoints. d. A Type 2a, 1 Modified Concrete Overlay is placed as a wearing surface.
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B. Existing Bridge Deck Widening New deck rebar shall match the existing top layer. This provides steel at a uniform depth which is important when removing concrete during future rehab work. Bridges prior to the mid 1980s used 1 concrete cover. New and widened decks using a Type 1 Protection System have 2 cover. When an existing bridge is widened, the existing concrete or asphalt deck may require resurfacing. WSDOT is forced to rehab concrete decks based on the condition of the existing deck or concrete overlay. If a deck or overlay warrants rehabilitation, then the existing structure shall be resurfaced and included in the widening project. By applying the stated design criteria, the following policies shall apply to bridge widening projects which may require special traffic closures for the bridge work. 1. Rebar The deck or cast-in-place slab of the new widened portion shall use the Type 1 Protection System, even though the existing structure has bare rebar. The top mat of new rebar shall match the height of existing rebar. Variations in deck thickness are to be obtained by lowering the bottom of the deck or slab. 2. Concrete Decks If the existing deck is original concrete without a concrete overlay, the new deck shall have a Type 1 Protection System and the existing deck shall have a 1 concrete overlay or Type 2 Protection System. This matches the rebar height and provides a concrete cover of 2.5 on both the new and old structure. If the existing deck has a concrete overlay, the new deck shall have a Type 1 Protection System and the existing overlay shall be replaced if the deck deterioration is greater than 1% of the deckarea.
3. Concrete Overlays It is preferred to place a concrete overlay from curb to curb. If this is problematic for traffic control, then Plans shall provide at least a 6 offset lap where the overlay construction joint will not match the deck construction joint. 4. HMA Overlays The depth of existing asphalt must be field measured and shown on the bridge plans. This mitigates damage of the existing structure due to removal operations and reveals other design problems such as: improper joint height, buried construction problems, excessive weight, or roadway grade transitions adjustments due to drainage. The new deck must meet the rebar and cover criteria stated above for Concrete Decks and deck tinning is not required. Type 3 Protection system shall be used and HMA shall be placed to provide a minimum 0.15 or the optimum 0.25.
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5. Small Width Widening With approval of the WSDOT Bridge Management Unit, smaller width widening design that has traffic on the new construction can match existing 1 concrete cover for the widened portion, if the existing deck deterioration is greater than 1% of the deckarea. 6. Expansion Joints All joints shall be in good condition and water tight for the existing bridge and the newly constructed widened portion. The following joint criteria applies: a. The existing expansion joint shall be replaced if:
1. More than 10% of the length of a joint has repairs within 1-0 of the joint.
2. Part of a joint is missing. 3. The joint is a non-standard joint system placed by maintenance. b. All existing joint seals shall be replaced. c. When existing steel joints are not replaced in the project, the new joint shall be the same type and manufacturer as the existing steel joint. d. Steel joints shall have no more than one splice and the splice shall be at a lane line. Modular joints shall not have any splices.
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A standard Microstation detail is available to simplify detailing of bridge paving in the Plans, see SH_DT_RDSECBridgeDeckOverlay_Detail. The table format is copied from the BCR and allows the bridge paving design requirements to be listed in the table. All bridges within the limits of the project must be listed in the table to clarify which structures do not have paving and facilitate data logging for the Washington State Pavement Management System and the Bridge Office. The following bridge paving policies have been developed with the concurrence of WSDOT Pavement Managers to establish bridge HMA Design options available for state managed structures. 1. Maximum HMA Depth Bridge decks shall be 0.25 or 3. A greater depth may be allowed if the structure is specifically designed for more than 0.25, such as structures with ballast or as approved by the WSDOT Load Rating Engineer. Paving designs that increase the HMA more than 3 require a new Load Rating analysis and shall be submitted to the WSDOT Load Rating engineer. a. Concrete bridge decks with more than 0.21 HMA may be exempted from paving restrictions for mill/fill HMA design. b. Deck girders and slabs with less than 0.25 HMA require paving restrictions to avoid planing the supporting structure. c. A paving grade change will be required when more than 0.25 of asphalt exists on a structure in order to reduce the weight on the structure and meet acceptable rail height standards. 2. Grade limited/0.15 For bridge decks with 0.15 HMA and the grade is limited by bridge joint height or other considerations, resurfacing must provide full depth removal of HMA or mill/fill the minimum0.12. 3. Grade Transitions When raising or lowering the HMA grade profile on/off or under the bridge, the maximum rate of change or slope shall be 1/40 (1/500) as shown in Standard Plan A60.30.00, even if this means extending the project limits. Incorrect transitions are the cause of many bumps at the bridge and create an undesired increase in truck loading. The following items should be considered when transitioning a roadway grade: a. Previous HMA overlays that raised the grade can significantly increase the minimum transition length. b. Drainage considerations may require longer transitions or should plane to existing catch basins. c. Mainline paving that raises the grade under a bridge must verify Vertical Clearance remains in conformance to current Vertical Clearance requirements. Mill/Fill of the roadway at the bridge is generally desired unless lowering the grade is required. i. Design Manual Reference: Section 720.04 Bridge Site Design Elements, (5) Vertical Clearances, (c) Minimum Clearance for Existing Structures, 1. Bridge Over a Roadway. 4. Full Removal Full depth removal and replacement of the HMA is always an alternate resurfacing design option. Full depth removal may be required by the Region Pavement Manager or the Bridge Office due to poor condition of the HMA or bridge deck. Bridge Deck Repair and Membrane Waterproofing (Deck Seal) standard pay items are required for this option and the Bridge Office will provide engineering estimates of the quantity (SF) and cost for both. a. Bridge Deck Repair will be required when the HMA is removed and the concrete is exposed for deck inspection. Chain Drag Testing is completed and based on the results, the contractor is directed to fix the quantity of deck repairs. The Chain Drag results are sent to the Bridge Asset Manager and used by the Bridge Office to monitor the condition of the concrete deck and determine when the deck needs rehabilitation or replacement.
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b. Membrane Waterproofing (Deck Seal) is Std. Item 4455 and will be required for all HMA bridge decks, except when the following conditions are met. i. HMA placed on a deck that has a Modified Concrete Overlay which acts like a membrane. ii. The bridge is on the P2 replacement list or deck rehabilitation scheduled within the next 4years or two bienniums. 5. Bare Deck HMA Paving projects may place HMA on a bare concrete deck, with concurrence of the WSDOT Bridge Asset Manager, if the bridge is on an HMA route and one of the following conditions apply. a. Rutting on the concrete deck is or more. b. The Region prefers to simplify paving construction or improve the smoothness at the bridge. When the concrete bridge deck does not have asphalt on the surface, Region Design should contact the Region Materials lab and have a Chain Drag Report completed and forwarded to the Bridge Asset Manager during design to establish the Bridge Deck Repair quantities for the project. Pavement Design should then contact Region Bridge Maintenance to request the repairs be completed prior to contract; or the repairs may be included in the paving contract. Small amounts of Bridge Deck Repair have an expensive unit cost by contract during paving operations.
6. Bridge Transverse Joint Seals Saw cut pavement joints shown in Std. Plan A-40.20.00 perform better and help prevent water problems at the abutment or in the roadway. Typical cracking locations where pavement joint seals are required: End of the bridge; End of the approach slab; or HMA joints on the deck. Std. Plan A-40.20.00, Detail 8 shall be used at all truss panel joint locations. However, if Pavement Designers do not see cracking at the ends of the bridge, then sawcut joints may be omitted for these locations. HQ Program management has determined this work is incidental to P1 by definition and should be included in a P1 paving project and use Std. Item 6517. The following summarizes the intended application of the Details in Std. Plan A-40.20.00. a. Detail 1 Applies where HMA on the bridge surface butts to the HMA roadway. b. Detail 2, 3, & 4 Applies where concrete bridge surface butts to the HMA roadway. c. Detail 8 Applies at truss panel joints or generic open concrete joints. d. Detail 5, 6 &7 For larger 1 sawcut joints instead of joints provided in details 2, 3, & 4. 7. BST (chip seal) Bituminous Surface Treatments thick may be applied to bridge decks with HMA under the following conditions. a. Plans must identify or list all structures bridges included or excepted within project limits and identify bridge expansion joint systems to be protected. b. BST is not allowed on weight restricted or posted bridges. c. Planing will be required for structures at the maximum asphalt design depth or the grade is limited. It is true that BSTs are not generally a problem but only if the structure is not grade limited by for structural reasons. BCRs will specify a chip seal paving depth of 0.03 for BST Design to be consistent with Washington State Pavement Management System. Plans should indicate chip seal to be consistent with Standard Specifications and standard pay items.
8. Culverts and Other Structures Culverts or structures with significant fill and do not have rail posts attached to the structure generally will not have paving limitations. Culverts and structures with HMA pavement applied directly to the structure have bridge paving design limits.
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B. Bridge Types Post-tensioning has been used in various types of CIP bridges in Washington State with box girders predominating. See Appendix5-B4 for a comprehensive list of box girder designs. The following are some examples of other bridge types: Kitsap County, Contract 9788, Multi-Span Slab Peninsula Drive, Contract 5898, Two- Span Box Girder Covington Way to 180th Avenue SE, Contract 4919, Two-Span Box Girder Longitudinal Posttensioning Snohomish River Bridge, Contract 4444, Multi-Span Box Girder Longitudinal Post-tensioning
See Section 2.4.1 of this manual for structure type comparison of post-tensioned concrete box girder bridges to other structures. In general, a post-tensioned CIP bridge can have a smaller depth-to-span ratio than the same bridge with conventional reinforcement. This is an important advantage where minimum structure depth is desirable. 1. Slab Bridge Structure depth can be quite shallow in the positive moment region when posttensioning is combined with haunching in the negative moment region. However, post-tensioned CIP slabs are usually more expensive than when reinforced conventionally. Designers should proceed with caution when considering post-tensioned slab bridges because severe cracking in the decks ofbridges of this type has occurred 21, 22, 23. The Olalla Bridge (Contract 9202) could be reviewed as an example. This bridge has spans of41.5 - 50 - 41.5, a midspan structure depth of 15 inches, and some haunching at thepiers.
2. T-Beam Bridge This type of bridge, combined with tapered columns, can be structurally efficient and aesthetically pleasing, particularly when the spacing of the beams and the columns are the same. A T-Beam bridge can also be a good choice for a single-span simply-supported structure. When equally spaced beams and columns are used in the design, the width of beam webs should generally be equal to the width of the supporting columns. See SR 16, Union Avenue OXings, for an example. Since longitudinal structural frame action predominates in this type of design, crossbeams at intermediate piers can be relatively small and the post-tensioning tendons can be placed side-by-side in the webs, resulting in an efficient center of gravity of steel line throughout.
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For other types of T-Beam bridges, the preferred solution may be smaller, more closely spaced beams and fewer, but larger pier elements. If this type of construction is used in a multispan, continuous bridge, the beam cross-section properties in the negative moment regions need to be considerably larger than the properties in the positive moment regions to resist compression. Larger section properties can be obtained by gradually increasing the web thickness in the vicinity of intermediate piers or, if possible, by adding a fillet or haunch. The deck slab overhang over exterior webs should be roughly half the web spacing.
3. Box Girder Bridge This type of bridge has been a popular choice in this state. The cost of a prestressed box girder bridge is practically the same as a conventionally-reinforced box girder bridge, however, longer spans and shallower depths are possible with prestressing. The superstructure of multi-cell box girders shall be designed as a unit. The entire superstructure section (traffic barrier excluded) shall be considered when computing the section properties. For criteria on distribution of live loads, see Section 3.9.4. All slender members subjected to compression must satisfy buckling criteria. Web spacing should normally be 8 to 11 feet and the top slab overhang over exterior girders should be approximately half the girder spacing unless transverse post-tensioning is used. The apparent visual depth of box girder bridges can be reduced by sloping all or the lower portion of the exterior web. If the latter is done, the overall structure depth may have to be increased. Web thickness should be 12 inches minimum, but not less than required for shear and for concrete placing clearance. Providing 2 of clear cover expedites concrete placement and consolidation in the heavily congested regions adjacent to the post-tensioning ducts. Webs should be flared at anchorages. Top and bottom slab thickness should normally meet the requirements of Section 5.3.1.B, but not less than required by stress and specifications. Generally, the bottom slab would require thickening at the interior piers of continuous spans. This thickening should be accomplished by raising the top surface of the bottom slab at the maximum rate of per foot.
C. Strand and Tendon Arrangements The total number of strands selected should be the minimum required to carry the service loads at all points. Duct sizes and the number of strands they contain vary slightly, depending on the supplier. Chapter 2 of the PTI Post-tensioned Box Girder Bridge Manual, and shop drawings of the recent post-tensioned bridges kept on file in the Construction Plans Section offer guidance to strand selection. In general, a supplier will offer several duct sizes and associated end anchors, each of which will accommodate a range of strand numbers up to a maximum in the range. Present WSDOT practice is to indicate only the design force and cable path on the contract plans and allow the post-tensioning supplier to satisfy these requirements with tendons and anchors. The most economical tendon selection will generally be the maximum size within the range. Commonly-stocked tendons for diameter strands include 9, 12, 19, 27, 31, and 37 strands, and the design should utilize a combination of these commonly-stocked items. For example, a design requiring 72 strands per web would be most economically satisfied by two standard 37-strand tendons. A less economical choice would be three standard 27-strand tendons containing 24 strands each. Tendons shall not be larger than (37) strand units or (27) 0.6 strand units, unless specifically approved by the WSDOT Bridge Design Engineer. The duct area shall be at least 2.5 times the net area of the prestressing steel. In the regions away from the end anchorages, the duct placement patterns indicated in Figures 5.8.1-1 through 5.8.1-3 shall be used. Although post-tensioning steel normally takes precedence in a member, sufficient room must be provided for other essential mild steel and placement of concrete, in particular near diaphragms and cross-beams.
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More prestress may be needed in certain portions of a continuous superstructure than elsewhere, and the designer may consider using separate short tendons in those portions of the spans only. However, the savings on prestressing steel possible with such an arrangement should be balanced against the difficulty involved in providing suitable anchoring points and sufficient room for jacking equipment at intermediate locations in the structure. For example, torsion in continuous, multigirder bridges on a curve can be counter-balanced by applying more prestress in the girders on the outside of the curve than in those on the inside of the curve. Some systems offer couplers which make possible stage construction of long bridges. With such systems, forms can be constructed and concrete cast and stressed in a number of spans during stage 1, as determined by the designer. After stage 1 stressing, couplers can be added, steel installed, concrete cast and stressed in additional spans. To avoid local crushing of concrete and/or grout, the stress existing in the steel at the coupled end after stage 1 stressing shall not be exceeded during stage 2stressing.
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D. Layout of Anchorages and End Blocks Consult industry brochures and shop plans for recent bridges before laying out end blocks. To encourage bids from a wider range of suppliers, try to accommodate the large square bearing plate sizes common to several systems. Sufficient room must be allowed inside the member for mild steel and concrete placement and outside the member for jacking equipment. The size of the anchorage block in the plane of the anchor plates shall be large enough to provide a minimum of 1 clearance from the plates to any free edge. The end block dimensions shall meet the requirements of the AASHTO LRFD Specifications. Note that in long-span box girder superstructures requiring large bearing pads, the end block should be somewhat wider than the bearing pad beneath to avoid subjecting the relatively thin bottom slab to high bearing stresses. When the piers of box girder or T-beam bridges are severely skewed, the layout of end blocks, bearing pads, and curtain walls at exterior girders become extremely difficult as shown in Figure 5.8.1-4. Note that if the exterior face of the exterior girder is in the same plane throughout its entire length, all the end block widening must be on the inside. To lessen the risk of tendon breakout through the side of a thin web, the end block shall be long enough to accommodate a horizontal tendon curve of 200 feet minimum radius. The radial component of force in a curved cable is discussed in AASHTO LRFD 5.10.4.3.
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E. Superstructure Shortening Whenever members such as columns, crossbeams, and diaphragms are appreciably affected by post-tensioning of the main girders, those effects shall be included in the design. This will generally be true in structures containing rigid frame elements. For further discussion, see Chapter 2.6 of reference17. Past practice in the state of Washington regarding control of superstructure shortening in posttensioned bridges with rigid piers can be illustrated by a few examples. Single-span bridges have been provided with a hinge at one pier and longitudinal slide bearings at the other pier. Two-span bridges have been detailed with longitudinal slide bearings at the end piers and a monolithic middle pier. On the six-span Evergreen Parkway Undercrossing (Bridge Number 101/510), the center pier (pier 4) was built monolithic with the superstructure, and all the other piers were constructed with slide bearings. After post-tensioning, the bearings at piers 3 and 5 were converted into fixed bearings to help resist large horizontal loads such as earthquakes. Superstructures which are allowed to move longitudinally at certain piers are typically restrained against motion in the transverse direction at those piers. This can be accomplished with suitable transverse shear corbels or bearings allowing motion parallel to the bridge only. The casting length for box girder bridges shall be slightly longer than the actual bridge layout length to account for the elastic shortening of the concrete due to prestress.
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F. Effects of Curved Tendons AASHTO LRFD 5.10.4.3 shall be used to consider the effects of curved tendons. In addition, confinement reinforcement shall be provided to confine the PT tendons when Rin is less than 800 ft or the effect of in-plane plus out-of-plane forces is greater than or equal to 10k/ft:
(5.8.1-1)
Factored tendon force = 1.3 Pjack (kips) Radius of curvature of the tendon at the considered location causing in-plane force effects (typically horizontal) (ft) Radius of curvature of the tendon at the considered location causing out-of-plane force effects (typically vertical) (ft)
Curved tendon confinement reinforcement, when required, shall be as shown in Figure5.8.1-5. Spacing of the confinement reinforcement shall not exceed either 3.0 times the outside diameter of the duct or 18.0 in.
PT2#4 @ 1'-6" MAX. HOOK AROUND STIRRUP LEGS. ALTERNATE SIDES FOR 135 HOOK. PLACE ONE ABOVE TOP DUCT AND ONE BELOW BOTTOM DUCT. PT1#4 @ 1'-6" MAX. WRAP AROUND DUCT AND HOOK AROUND STIRRUP LEG ON OUTSIDE OF CURVE.
INSIDE OF CURVE
Y Z
PT1 #4
G. Edge Tension Forces If the centroid of all tendons is located outside of the kern of the section, longitudinal edge tension force is induced. The longitudinal edge tension force may be determined from an analysis of a section located at one-half the depth of the section away from the loaded surface taken as a beam subjected to combined flexural and axial load.
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5.8.2 Analysis
A. General The procedures outlined in Section 2.1 through 2.5 of reference 17 for computation of stress in single and multispan box girders can be followed for the analysis of T-beams and slab bridges as well. The BDS program available on the WSDOT system will quickly perform a complete stress analysis of a box girder, T-beam, or slab bridge, provided the structure can be idealized as a plane frame. For further information, see the program user instructions. STRUDL or SAP is recommended for complex structures which are more accurately idealized as space frames. Examples are bridges with sharp curvature, varying superstructure width, severe skew, or slope-leg intermediate piers. An analysis method in Chapter 10 of reference18 for continuous prestressed beams is particularly well adapted to the loading input format in STRUDL. In the method, the forces exerted by cables of parabolic or other configurations are converted into equivalent vertical linear or concentrated loads applied to members and joints of the superstructure. The vertical loads are considered positive when acting up toward the center of tendon curvature and negative when acting down toward the center of tendon curvature. Forces exerted by anchor plates at the cable ends are coded in as axial and vertical concentrated forces combined with a concentrated moment if the anchor plate group is eccentric. Since the prestress force varies along the spans due to the effects of friction, the difference between the external forces applied at the end anchors at opposite ends of the bridge must be coded in at various points along the spans in order for the summation of horizontal forces to equal zero. With correct input (check thoroughly before submitting for computation), the effects of elastic shortening and secondary moments are properly reflected in all output listings, and the prestress moments printed out are the actual resultant (total) moments acting on the structure. For examples of the application of STRUDL to post-tensioning design, see the calculations for I-90 West Sunset Way Ramp (simple), I-5 Nalley Valley Viaduct (complex), and the STRUDL manuals.
B. Section Properties As in other types of bridges, the design normally begins with a preliminary estimate of the superstructure cross-section and the amount of prestress needed at points of maximum stress and at points of cross-section change. For box girders, see Figures 2-0 through 2-5 of Reference17. For T-beam and slab bridges, previous designs are a useful guide in making a good first choice. For frame analysis, use the properties of the entire superstructure regardless of the type of bridge being designed. For stress analysis of slab bridges, calculate loads and steel requirements for a 1 wide strip. For stress analysis of T-beam bridges, use the procedures outlined in the AASHTO LRFD Specifications. Note that when different concrete strengths are used in different portions of the same member, the equivalent section properties shall be calculated in terms of either the stronger or weaker material. In general, the concrete strength shall be limited to the values indicated in Section 5.1.1 of thismanual.
C. Preliminary Stress Check In accordance with AASHTO, flexural stresses in prestressed members are calculated at service load levels. Shear stresses, stirrups, moment capacities vs. applied moments are calculated at ultimate loadlevels. During preliminary design, the first objective should be to satisfy the allowable flexural stresses in the concrete at the critical points in the structure with the chosen cross-section and amount of prestressing steel, then the requirements for shear stress, stirrups, and ultimate moment capacity can be readily met with minor or no modifications in the cross-section. For example, girder webs can be thickened locally near piers to reduce excessive shear stress. In the AASHTO formulas for allowable tensile stress in concrete, bonded reinforcement should be interpreted to mean bonded auxiliary (nonprestressed) reinforcement in conformity with Article 8.6 of the 2002 ACI Code for Analysis and Design of Reinforced Concrete Bridge Structures. The refined estimate for computing time-dependent losses in steel stress given in the code shall be used. To
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minimize concrete cracking and protect reinforcing steel against corrosion for bridges, the allowable concrete stress under final conditions in the precompressed tensile zone shall be limited to zero in the top and bottom fibers as shown in Figure5.8.2-1. In all cases where tension is allowed in the concrete under initial or final conditions, extra mild steel (auxiliary reinforcement) shall be added to carry the total tension present. This steel can be computed as described in Chapter 9-5 of Reference18.
In case of overstress, try one or more of the following remedies: adjust tendon profiles, add or subtract prestress steel, thicken slabs, revise strength of concrete of top slab, add more short tendons locally, etc.
D. Camber The camber to be shown on the plans shall include the effect of both dead load and final prestress and may be taken as given in Table 5.2.4-1. E. Expansion Bearing Offsets Figure 5.8.1-4 indicates expansion bearing offsets for the partial effects of elastic shortening, creep, and shrinkage. The initial offset shown is intended to result in minimal bearing eccentricity for the majority of the life of the structure. The bearing shall be designed for the full range of anticipated movements: ES+CR+SH+TEMP.
5.8.3 Post-tensioning
A. Tendon Layout After a preliminary estimate has been made of the concrete section and the amount of prestressing needed at points of maximum applied load, it may be advantageous in multispan bridges to draw a tendon profile to a convenient scale superimposed on a plot of the center of gravity of concrete (c.g.c.) line. The most efficient tendon profile from the standpoint of steel stress loss will normally be a series of rather long interconnected parabolas, but other configurations are possible. For continuous bridges with unequal span lengths, the tendon profile (eccentricity) shall be based on the span requirement. This results in an efficient post-tensioning design. The tendon profile and c.g.c. line plot is strongly recommended for superstructures of variable cross-section and/or multiple unsymmetrical span arrangements, but is not necessary for superstructures having constant crosssection and symmetrical spans. The main advantages of the tendon profile and c.g.c. plot are:
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1. The primary prestress moment curves (prestress force times distance from c.g.c. line to center of gravity of steel (c.g.s.) lines) at all points throughout all spans are quickly obtained from this plot and will be used to develop the secondary moment curves (if present) and, ultimately, to develop the resultant total prestress moment curve. 2. Possible conflicts between prestressing steel and mild steel near end regions, crossbeams, and diaphragms may become apparent. 3. Possible design revisions may be indicated. For example, camber in bridges with unequal spans can be balanced by adjusting tendon profiles. The tendon profile and c.g.c. line diagram shall also contain a sketch of how the end bearing plates or anchors are to be arranged at the ends of the bridge. Such a sketch can be useful in determining how large the end block in a girder bridge will have to be and how much space will be required for mild steel in the end region. In general, the arrangement of anchor plates should be the same as the arrangement of the ducts to which they belong to avoid problems with duct cross-overs and to keep end blocks of reasonable width.
B. Prestress Losses Prestress losses shall be as indicated in Section 5.1.4. C. Jacking End Effective prestressing force in design of post-tensioned bridges depends on the accumulation of friction losses due to the horizontal and vertical curvature of the tendons as well as the curvature of the bridge. Although jacking ends of post-tensioned bridges is important to achieve more effective design, consideration shall be given to the practicality of jacking during construction. The following general stressing guidelines shall be considered in specifying jacking end of posttensioned bridges. All simple or multiple span CIP or precast concrete bridges with total length of less than 350 shall be stressed from one end only. All CIP or precast concrete post tensioned bridges with total length between 350 to 600. may be stressed from one end or both ends if greater friction losses due to vertical or horizontal curvature are justified by the designer. All CIP or precast concrete bridges with total length of greater than 600 shall be stressed from both ends. When stressing tendons from both ends or when alternating a single pull from both ends (half tendons pulled from one end with the other half pulled from the other end), all tendons shall be stressed on one end before all tendons are stressed on the opposite end. Stressing at both ends shall preferably be done on alternate tendons, and need not be done simultaneously on the same tendon. In rare cases, tendons can be stressed from both ends to reduce large tendon losses but is undesirable due to worker safety issues and a reduction in stressing redundancy.
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D. Steel Stress Curve Steel stresses may be plotted either as the actual values or as a percentage of the jacking stresses. A steel stress diagram for a typical two-span bridge is shown in Figure 5.8.3-1. Spans are symmetrical about pier 2 and the bridge is jacked from both ends.
Accurate plotting of steel stress variation due to local curvature is normally not necessary, and straight lines between intersection points on the diagram as shown in Figure 5.8.3-1 are usually sufficient. When tendons are continuous through the length of the bridge, the stress for design purposes at the jacked end shall be limited to 0.75pu or 202 ksi for 270 ksi stress relieved strands or 0.79pu or 213 ksi for 270 ksi low relaxation strands. This would permit the post-tensioning contractor to jack to the slightly higher value of 0.77pu for stress relieved strands or 0.81pu for low relaxation strands as allowed by the AASHTO LRFD Specifications in case friction values encountered in the field turn out somewhat greater than the standard values used in design. Stress loss at jacked end shall be calculated from the assumed anchor set of , the normal slippage during anchoring in most systems. At the high points on the initial stress curve, the stress shall not exceed 0.70pu for stress relieved strands or 0.75pu low relaxation strands after sealing of anchorage. If these values are exceeded, the jacking stress can be lowered or alternately the specified amount of anchor set can be increased. When the total tendon length (L) is less than the length of cable influenced by anchor set (x) and the friction loss is small, as in short straight tendons, the 0.70pu value governs. In these cases, the maximum allowable jacking stress value of 0.75pu for stress relieved or 0.78pu for low relaxation strands cannot be used and a slightly lower value shall be specified as shown in Figure 5.8.3-2.
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In single-span, simply supported superstructures friction losses are so small that jacking from both ends is normally not warranted. In the longer multispan bridges where the tendons experience greater friction losses, jacking from both ends will usually be necessary. Jacking at both ends need not be done simultaneously, since final results are virtually the same whether or not the jacking is simultaneous. If unsymmetrical two-span structures are to be jacked from one end only, the jacking must be done from the end of the longest span. The friction coefficient for post-tensioning tendons in rigid and semi-rigid galvanized metal sheathing shall be taken as shown in Table 5.8.3-1.
Tendon Length 500 ft or less Over 500 ft to 750 ft Over 750 ft to 1,000 ft
Table 5.8.3-1
Friction Coefficients for Post-tensioning Tendons For tendon lengths greater than 1,000 feet, investigation is warranted on current field data of similar length bridges for appropriate values of .
E. Flexural Stress in Concrete Stress at service load levels in the top and bottom fibers of prestressed members shall be checked for at least two conditions that will occur in the lifetime of the members. The initial condition occurs just after the transfer of prestress when the concrete is relatively fresh and the member is carrying its own dead load. The final condition occurs after all the prestress losses when the concrete has gained its full ultimate strength and the member is carrying dead load and live load. For certain bridges, other intermediate loading conditions may have to be checked, such as when prestressing and false work release are done in stages and when special construction loads have to be carried, etc. The concrete stresses shall be within the AASHTO LRFD Specification allowable except as amended in Section5.2.1.
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In single-span simply supported superstructures with parabolic tendon paths, flexural stresses at service load levels need to be investigated at the span midpoint where moments are maximum, at points where the cross-section changes, and near the span ends where shear stress is likely to be maximum (see Section 5.8.4 Shear). For tendon paths other than parabolic, flexural stress shall be investigated at other points in the span as well. In multispan continuous superstructures, investigate flexural stress at points of maximum moment (in the negative moment region of box girders, check at the quarter point of the crossbeam), at points where the cross section changes, and at points where shear is likely to be maximum. Normally, mild steel should not be used to supplement the ultimate moment capacity. It may be necessary, however, to determine the partial temperature and shrinkage stresses that occur prior to post-tensioning and supply mild steel reinforcing for this condition. In addition, maximum and minimum steel percentages and cracking moment shall be checked. See Section 2.3.8 of Reference17. 1. Single-Span Bridges, Simply Supported The primary prestress moment curve is developed by multiplying the initial steel stress curve ordinates by the area of prestressing steel times the eccentricity of steel from the center of gravity of the concrete section at every tenth point in the span. The primary prestress moment curve is not necessary for calculating concrete stresses in single-span simply supported bridges. Since there is no secondary prestress moment developed in the span of a single span, simply supported bridge which is free to shorten, the primary prestress moment curve is equal to the total prestress moment curve in the span. However, if the single span is rigidly framed to supporting piers, the effect of elastic shortening shall be calculated. The same would be true when unexpected high friction is developed in bearings during or after construction. 2. Multispan Continuous Bridges With the exception of T.Y. Lins equivalent vertical load method used in conjunction with the STRUDL program, none of the methods described in the following section take into account the elastic shortening of the superstructure due to prestressing. To obtain the total prestress moment curve used to check concrete stresses, the primary and secondary prestress moment curves must be added algebraically at all points in the spans. As the secondary moment can have a large absolute value in some structures, it is very important to obtain the proper sign for this moment, or a serious error could result. A discussion of methods for calculating secondary prestress moments follows: 3. WSDOT BEAMDEF Program If the primary prestress moment values at tenth points are coded into this program, span stiffness factors, carry-overs, and fixed-end moments will be obtained. Distribution of the fixed-end moments in all spans will yield the secondary moments at all piers. The secondary moments will be zero at simply supported span ends and cantilevers. a. Equivalent Vertical Load See discussion in Section 5.8.2 of this manual. b. Table of Influence Lines See Appendix A.1 of Reference17 for a discussion. This method is similar to T. Y. Lins equivalent vertical load method and is a relatively quick way to manually compute prestress moments in bridges of up to five spans. Since the secondary moment effect due to vertical support reactions is included in the coefficients listed in the tables, the support moment computed is the total moment at that point. c. Slope Deflection See Section 2.5 of Reference17 for a discussion. The method, though straightforward, is time consuming.
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G. Partial prestressing Partial prestressing is not allowed in WSDOT bridge designs. However, mild reinforcement could be added to satisfy the ultimate flexural capacity under factored loads if following requirements are satisfied: 1. Allowable stresses, as specified in this manual for Service-I and Service-III limit states, shall be satisfied with post-tensioning only. The zero-tension policy remains unchanged. 2. Additional mild reinforcement could be used if the ultimate flexural capacity cannot be met with the prestressing provided for service load combinations. The mild reinforcement is filling the gap between the service load and ultimate load requirements. This should be a very small amount of mild reinforcement since adequate post-tensioning is already provided to satisfy the service load requirement for dead load and live loads. 3. If mild reinforcement added, the resistance factor for flexural design shall be adjusted per AASHTO LRFD 5.5.4.2.1 to account for the effect of partial prestressing. 4. If mild reinforcement added, the section will still be considered uncracked and requirements for crack control, and side skin reinforcement do not apply.
B. Horizontal Shear Horizontal shear stress acts over the contact area between two interconnected surfaces of a composite structural member. AASHTO LRFD 5.8.4 shall be used for shear-friction design. C. End Block Stresses The highly concentrated forces at the end anchorages cause bursting and spalling stresses in the concrete which must be resisted by reinforcement. For a better understanding of this subject, see Chapter 7 of Reference18 and 19, and Section 2.82 of Reference17. Note that the procedures for computing horizontal bursting and spalling steel in the slabs of box girders and T-beams are similar to those required for computing vertical steel in girder webs, except that the slab steel is figured in a horizontal instead of a vertical plane. In box girders, this slab steel should be placed half in the top slab and half in the bottom slab. The anchorage zones of slab bridges will require vertical stirrups as well as additional horizontal transverse bars extending across the width of the bridge. The horizontal spalling and bursting steel in slab bridges shall be placed half in a top layer and half in a bottom layer.
D. Anchorage Stresses The average bearing stress on the concrete behind the anchor plate and the bending stress in the plate material shall satisfy the requirements of the AASHTO LRFD Specification. In all sizes up to the 31-strand tendons, the square anchor plates used by three suppliers (DSI, VSL, AVAR, Stronghold) meet the AASHTO requirements, and detailing end blocks to accommodate these plates is the recommended procedure. In the cases where nonstandard (rectangular) anchor plates must be specified because of space limitations, assume that the trumpet associated with the equivalent size square plate will be used. In order to calculate the net bearing plate area pressing on the concrete behind it, the trumpet size can be scaled from photos in supplier brochures. Assume for simplicity that the concrete bearing stress is uniform. Bending stress in the steel should be checked assuming bending can occur across a corner of the plate or across a line parallelto its narrow edge. See Appendix 5-B2 for preapproved anchorages for post-tensioning.
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E. Anchorage Plate Design The design and detailing of anchorage block in CIP post-tensioned box girders shall be based on single plane anchorage device. Multi-plane anchorage, however, could be used if stacking of single plane anchorage plates within the depth of girder is geometrically not possible. Anchorage plates shall not extend to top and bottom slab of box girders. If multi-plane anchorage is used, it shall be specified in the contract plans and bridge special provisions.
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5.8.6 Construction
A. General Construction plans for conventional post-tensioned box girder bridges include two different sets of drawings. The first set (contract plans) is prepared by the design engineer and the second set (shop plans) is prepared by the post-tensioning materials supplier (contractor). B. Contract Plans The contract plans shall be prepared to accommodate any post-tensioning system, so only prestressing forces and eccen tricity should be detailed. The concrete sections shall be detailed so that available systems can be installed. Design the thickness of webs and flanges to facilitate concrete placement. Generally, web thickness for post-tensioned bridges shall be at least 12. C. Shop Plans The shop plans are used to detail, install, and stress the post-tensioning system selected by the Contractor. These plans must contain sufficient information to allow the engineer to check their compliance with the contract plans. These plans must also contain the location of anchorages, stressing data, and arrangement of tendons. D. Review of Shop Plans for Post-tensioned Girder Post-tensioning shop drawings shall be reviewed by the designer (or Bridge Technical Advisor for non-Bridge Office projects) and consulted with the Concrete Specialist if needed. Review of shop drawing shall include: 1. All post-tensioning strands shall be of or 0.6 diameter grade 270 low relaxation uncoated strands. 2. Tendon profile and tendon placement patterns. 3. Duct size shall be based on the duct area at least 2.5 times the total area of prestressing strands. 4. Anchor set shall conform to the contract plans. The post-tensioning design is typically based on an anchor set of . 5. Maximum number of strands per tendon shall not exceed (37) diameter strands or (27) 0.6 diameter strands per Standard Specifications 6-02.3(26)F. 6. Jacking force per web. 7. Prestress force after anchor set (lift-off force). 8. Number of strands per web. 9. Anchorage system shall conform to pre-approved list of post-tensioning system per Appendix5-B. The anchorage assembly dimensions and reinforcement detailing shall conform tothe corresponding post-tensioning catalog. 10. The curvature friction coefficient and wobble friction coefficient. The curvature friction coefficient of = 0.15 for bridges less than 400 feet, = 0.2 for bridges between 400 feet and 800 feet, and = 0.25 for bridges longer than 800 feet. The wobble friction coefficient of k = 0.0002/ft is often used. These coefficients may be revised by the post-tensioning supplier if approved by the design engineer and conform to the Standard Specifications 6.02.3(26)G. 11. Post-tensioning stressing sequence. 12. Tendon stresses shall not exceed as specified per Figure 5.8.3-2: 1. 0.80pu at anchor ends immediately before seating. 2. 0.70pu at anchor ends immediately after seating. 3. 0.74pu at the end point of length influenced by anchor set.
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Concrete Structures
13. Elongation calculations for each jacking operation shall be verified. If the difference in tendon elongation exceeds 2%, the elongation calculations shall be separated for each tendon per Standard Specifications 6-02.3(26) A. 14. Vent points shall be provided at all high points along tendon. 15. Drain holes shall be provided at all low points along tendon. 16. The concrete strength at the time of post-tensioning, ci shall not be less than 4,000 psi per Standard Specifications 6-02.3(26)G. Different concrete strength may be used if specified in the contract plans. 17. Concrete stresses at the anchorage shall be checked per Standard Specifications 6-02.3(26)C for bearing type anchorage. For other type of anchorage assemblies, if not covered in the Appendix 5-B2 for pre-approved list of post-tensioning system, testing per Standard Specifications 6-02.3(26)D is required. E. During Construction 1. If the measured elongation of each strand tendon is within 7% of the approved calculated elongation, the stressed tendon is acceptable. 2. If the measured elongation is greater than 7%, force verification after seating (lift-off force) is required. The lift-off force shall not be less than 99% of the approved calculated force nor more than 70% pu As. 3. If the measured elongation is less than 7%, the bridge construction office will instruct the force verification. 4. One broken strand per tendon is usually acceptable. (Post-tensioning design shall preferably allow one broken strand). If more than one strand per tendon is broken, the group of tendon per web should be considered. If the group of tendons in a web is under-stressed, then the adequacy of the entire structure shall be investigated by the designer and consulted with the Bridge Construction Office. 5. Failed anchorage is usually taken care of by the Bridge Construction Office. 6. Over or under elongation is usually taken care of by the Bridge Construction Office. 7. In case of low concrete strength the design engineer shall investigate the adequacy of design with lower strength. 8. Other problems such as unbalanced and out of sequence post-tensioning, strands surface condition, strand subjected to corrosion and exposure, delayed post-tensioning due to mechanical problems, Jack calibration, etc. should be evaluated per case-by-case basis and are usually taken care by Bridge Construction Office.
Concrete Structures
Chapter 5
Page 5.8-18
Chapter 5
Concrete Structures
Page 5.9-1
Concrete Structures
Chapter 5
B. Post-tensioning Post-tensioning may be applied either before and/or after placement of deck concrete. Part of the posttensioning may be applied prior to placement of the deck concrete, with the remainder placed after deck concrete placement. In the case of multi-stage post-tensioning, ducts for tendons to betensioned before the deck slab concrete shall not be located in the deck slab. All post-tensioning tendons shall be fully grouted after stressing. Prior to grouting of post-tensioning ducts, gross cross-section properties shall be reduced by deducting the area of ducts and void areas around tendon couplers. Where some or all post-tensioning is applied after the deck concrete is placed, fewer posttensioning tendons and a lower concrete strength in the closure joint may be required. However, deck replacement, if necessary, is difficult to accommodate with this construction sequence. Where all ofthe post-tensioning is applied before the deck concrete is placed, a greater number ofposttensioning tendons and a higher concrete strength in the closure joint may be required. However, in this case, the deck can be replaced if necessary.
Page 5.9-2
Chapter 5
Concrete Structures
C. Details of Closure Joints The length of a closure joint between precast concrete segments shall allow for the splicing ofsteel whose continuity is required by design considerations and the accommodation of the splicing ofposttensioning ducts. The length of a closure joint shall not be less than 2-0. Web reinforcement within the joint shall be the larger of that in the adjacent girders. The face of the precast segments at closure joints shall be specified as intentionally roughened surface. Concrete cover to web stirrups at the CIP closures of pier diaphragms shall not be less than 2. Ifintermediate diaphragm locations coincide with CIP closures between precast segments, then the concrete cover at the CIP closures shall not be less than 2. This increase in concrete cover is not necessary if intermediate diaphragm locations are away from the CIP closures. See Figures 5.9.4-1 to5.9.4-3 for details of closure joints. Adequate reinforcement shall be provided to confine tendons at CIP closures and at intermediate pier diaphragms. The reinforcement shall be proportioned to ensure that the steel stress during the jacking operation does not exceed 0.6fy. The clear spacing between ducts at CIP closures of pier diaphragms shall be 2.0 minimum. The duct diameter for WSDOT standard spliced girders shall not exceed 4.0 for spliced I-girders and 4 for spliced tub girders. On the construction sequence sheet indicate that the side forms at the CIP closures and intermediate pier diaphragms shall be removed to inspect for concrete consolidation prior to post-tensioning andgrouting.
D. Joint Design Stress limits for temporary concrete stresses in joints before losses specified in Section 5.1.3 shall apply at each stage of post-tensioning. The concrete strength at the time the stage of post-tensioning isapplied shall be substituted for ci in the stress limits. Stress limits for concrete stresses in joints at the service limit state after losses specified in Section 5.1.3 shall apply. These stress limits shall also apply for intermediate load stages, with the concrete strength at the time of loading substituted for c in the stress limits. The compressive strength of the closure joint concrete at a specified age shall be compatible with designstresslimitations.
Page 5.9-3
Concrete Structures
Chapter 5
PIER 2" 45 FILLET (TYP.) #5 @ 4" SPA. 2" CLR. (TYP.) 2" END OF PRECAST SEGMENT EXTERIOR WEB
FACE OF DIAPHRAGM
DIAPHRAGM REINFORCING
Chapter 5
Concrete Structures
2'-0" CLOSURE 2" 1" CLR. (TYP.) #5 5 SPA. @ 4" =1'-8" 2" EXTERIOR WEB
Concrete Structures
Chapter 5
INTERMEDIATE DIAPHRAGM 2'-0" CLOSURE 2" #5 5 SPA. @ 4" =1'-8" 2" POST-TENSIONING DUCT (TYP.) EXTERIOR WEB
DIAPHRAGM REINFORCING
INTERIOR WEB
Chapter 5
Concrete Structures
Concrete Structures
Chapter 5
26. Vent points shall be provided at all high points along tendon. 27. Drain holes shall be provided at all low points along tendon. 28. The concrete strength at the time of post-tensioning, ci shall not be less than 4,000 psi per Standard Specifications 6-02.3(26)G. Different concrete strength may be used if specified in the contract plans. 29. Concrete stresses at the anchorage shall be checked per Standard Specifications 6-02.3(26)C for bearing type anchorage. For other type of anchorage assemblies, if not covered in the Appendix 5-B2 for pre-approved list of post-tensioning system, testing per Standard Specifications 6-02.3(26)D isrequired. 30. Concrete stresses at CIP closures shall conform to allowable stresses of Table 5.2.1-1.
Page 5.9-8
Chapter 5
Concrete Structures
5.99 References
1. AASHTO LRFD Bridge Construction Specifications, Current Edition, AASHTO, Washington, D.C. 2. Seguirant, S.J., New Deep WSDOT Standard Sections Extend Spans of Prestressed Concrete Girders, PCI JOURNAL, V. 43, No. 4, July-August 1998, pp. 92-119. 3. PCI Bridge Design Manual, Precast/Prestressed Concrete Institute, Chicago,IL,1997. 4. ACI 318-02, Building Code Requirements for Reinforced Concrete and Commentary, American Concrete Institute, 1989, pp.353. 5. Hsu, T. T. C., Torsion of Reinforced Concrete, Van Nostrand Reinhold Co., NewYork, 1st Ed., 1984, 516 pp. 6. Collins, M. P. and Mitchell, D., Shear and Torsion Design of Prestressed and Non-Prestressed Concrete Beams, PCI Journal, September-October, 1980, pp.32-100. 7. Mirza, S.A., and Furlong, R.W., Design of Reinforced and Prestressed Concrete Inverted T Beams for Bridge Structures, PCI Journal, Vol. 30, No. 4, July-August 1985, pp. 112-136. 8. Rabbat, B.G., Reader Comments Design of Reinforced and Prestressed Concrete inverted T Beams for Bridge Structures, PCI Journal, Vol. 31, No. 3, May-June 1986, pp. 157-163. 9. ACI Committee 345, Guide for Widening Highway Bridges, ACI Structural Journal, July/August, 1992, pp. 451-466. 10. PCI Design Handbook, Precast and Prestressed Concrete, Sixth Edition, Precast/Prestressed Concrete Institute, Chicago, IL, 2004. 11. Mast, R.F., Lateral Stability of Long Prestressed Concrete Beams, Part 1, PCIJOURNAL, V. 34, No. 1, January-February 1989, pp. 34-53. 12. Mast, R.F., Lateral Stability of Long Prestressed Concrete Beams, Part 2, PCIJOURNAL, V. 38, No. 1, January-February 1993, pp. 70-88. 13. Imper, R.R., and Laszlo, G., Handling and Shipping of Long Span Bridge Beams, PCI JOURNAL, V. 32, No. 6, November-December 1987, pp. 86-101. 14. Manual for the Evaluation and Repair of Precast, Prestressed Concrete Bridge Products, Precast/ Prestressed Concrete Institute, Chicago, IL, 2006. 15. Transportation Research Board Report No. 226 titled, Damage Evaluation and Repair Methods for Prestressed Concrete Bridge Members. 16. Transportation Research Board Report No. 280 titled, Guidelines for Evaluation and Repair of Prestressed Concrete Bridge Members. 17. Post-tensioned Box Girder Bridge Manual, Post-tensioning Institute, 301WestOsborn, Phoenix, Arizona. 18. Prestressed Concrete Structures T. Y. Lin, Wiley. 19. Prestressed Concrete Vol. I and II, Guyon, Wiley 20. Design of Concrete Bridges for Temperature Gradients, ACI Journal, May 1978. 21. Mast, R. F., Unified Design Provisions for Reinforced and Prestressed Concrete Flexural and Compression Members, ACI Structural Journal, V. 89, No. 2, March-April 1992, pp. 185-199. See also discussions by R.K. Devalapura and M.K. Tadros, C.W. Dolan and J.V. Loscheider and closure to discussions in V. 89, No. 5, September-October 1992, pp. 591-593.
Page 5.99-1
Concrete Structures
Chapter 5
22. Weigel, J.A., Seguirant, S.J., Brice, R., and Khaleghi, B., High Performance Precast, Prestressed Concrete Girder Bridges in Washington State, PCI JOURNAL, V. 48, No. 2, March-April 2003, pp.28-52. 23. Seguirant, S. J., Brice, R., and Khaleghi, B., Flexural Strength of ReinforcedandPrestressed Concrete T-Beams, PCI JOURNAL, V. 50, No. 1, January-February 2005, pp 44-73. 24. TRAC Report WA-RD 696.1, "Effect of Intermediate Diaphragms to Prestressed Concrete Bridge Girders in Over-Height Truck Impacts completed on April 2008 by the Washington State University. 25. NCHRP Report 628, Self-Consolidating Concrete for Precast, Prestressed Concrete Bridge Elements, NCHRP Project 18-12, Transportation Research Board, 2009.
Page 5.99-2
Appendix 5.1-A1
Standard Hooks
Page 5.1-A1-1
Concrete Structures
Chapter 5
Page 5.1-A1-2
Minimum Minimum Reinforcement ReinforcementClearance Clearance and and Spacing Spacing for for Beams Beamsand andColumns Columns
Bridge Design M 23-50M 23-50.06 WSDOT Bridge Manual Design Manual August 2006 July 2011
Concrete Structures
Chapter 5
Page 5.1-A2-2
Appendix 5.1-A3
Bar Size #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18 Weight (lbs/ft) 0.376 0.668 1.043 1.502 2.044 2.670 3.400 4.303 5.313 7.65 13.60 Nominal Diameter (in) 0.375 0.500 0.625 0.750 0.875 1.000 1.128 1.270 1.410 1.693 2.257
Page 5.1-A3-1
Concrete Structures
Chapter 5
Page 5.1-A3-2
Appendix 5.1-A4
Tension Development Length of Uncoated Deformed Bars Bar Size #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18 c = 3,000 psi Top Bars 1-5 1-5 1-9 2-3 3-1 4-1 5-2 6-6 8-0 10-11 14-1 Others 1-0 1-0 1-3 1-8 2-3 2-11 3-8 4-8 5-9 7-10 10-1 c = 4,000 psi Top Bars 1-5 1-5 1-9 2-2 2-8 3-6 4-6 5-8 6-11 9-5 12-3 Others 1-0 1-0 1-3 1-6 1-11 2-6 3-2 4-1 5-0 6-9 8-9 c = 5,000 psi Top Bars 1-5 1-5 1-9 2-2 2-6 3-2 4-0 5-1 6-3 8-5 10-11 Others 1-0 1-0 1-3 1-6 1-9 2-3 2-10 3-8 4-5 6-1 7-10 c = 6,000 psi Top Bars 1-5 1-5 1-9 2-2 2-6 2-11 3-8 4-8 5-8 7-9 10-0 Others 1-0 1-0 1-3 1-6 1-9 2-1 2-7 3-4 4-1 5-6 7-2
Tension Development Length of Epoxy Coated Deformed Bars Bar Size #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18 c = 3,000 psi Top Bars 1-9 1-9 2-2 2-9 3-9 4-11 6-3 7-11 9-9 13-3 17-1 Others 1-6 1-6 1-11 2-5 3-4 4-4 5-6 7-0 8-7 11-8 15-1 c = 4,000 psi Top Bars 1-9 1-9 2-2 2-7 3-3 4-3 5-5 6-10 8-5 11-6 14-10 Others 1-6 1-6 1-11 2-3 2-11 3-9 4-9 6-1 7-5 10-1 13-1 c = 5,000 psi Top Bars 1-9 1-9 2-2 2-7 3-0 3-10 4-10 6-2 7-6 10-3 13-3 Others 1-6 1-6 1-11 2-3 2-8 3-5 4-3 5-5 6-8 9-1 11-8 c = 6,000 psi Top Bars 1-9 1-9 2-2 2-7 3-0 3-6 4-5 5-7 6-11 9-4 12-1 Others 1-6 1-6 1-11 2-3 2-8 3-1 3-11 4-11 6-1 8-3 10-8
Top bars are so placed that more than 12 of concrete is cast below the reinforcement. Modifications factor for spacing >=6 and side cover>=3 = 0.8. Modification factor for reinforcements enclosed in spirals = 0.75. Minimum development length = 12.
Page 5.1-A4-1
Concrete Structures
Chapter 5
Page 5.1-A4-2
Compression Development Length and Appendix 5.1-A5 Minimum Lap Splice of Grade 60 Bars
Compression Development Length and Minimum Lap splice of Uncoated Deformed Bars Compression Development Length Bar Size c = 3 ksi #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18 1-0 1-0 1-2 1-5 1-8 1-10 2-1 2-4 2-7 3-1 4-2 Straight Bars c = 4 ksi 1-0 1-0 1-0 1-3 1-5 1-7 1-10 2-1 2-3 2-9 3-7 c = 5 ksi 1-0 1-0 1-0 1-2 1-4 1-6 1-9 1-11 2-2 2-7 3-5 c = 6 ksi 1-0 1-0 1-0 1-2 1-4 1-6 1-9 1-11 2-2 2-7 3-5 Hooked Bars 6 7 9 10 1-0 1-2 1-3 1-5 1-7 2-10 3-7 Min. Lap Splice c > 3.0 ksi 2-0 2-0 2-0 2-0 2-3 2-6 2-10 3-3 3-7 4-3 5-8
Compression Development Length and Minimum Lap splice of Epoxy Coated Deformed Bars Compression Development Length Bar Size c = 3 ksi #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18 1-0 1-0 1-2 1-5 1-8 1-10 2-1 2-4 2-7 3-1 4-2 Straight Bars c = 4 ksi 1-0 1-0 1-0 1-3 1-5 1-7 1-10 2-1 2-3 2-9 3-7 c = 5 ksi 1-0 1-0 1-0 1-2 1-4 1-6 1-9 1-11 2-2 2-7 3-5 c = 6 ksi 1-0 1-0 1-0 1-2 1-4 1-6 1-9 1-11 2-2 2-7 3-5 Hooked Bars 6 7 9 10 1-0 1-2 1-3 1-5 1-7 2-10 3-7 Min. Lap Splice c > 3.0 ksi 2-0 2-0 2-0 2-0 2-3 2-6 2-10 3-3 3-7 4-3 5-8
Notes: 1. Where excess bar area is provided, the development length may be reduced by ratio of required area to provided area. 2. When splicing smaller bars to larger bars, the lap splice shall be the larger of the minimum compression lap splice or development length of the larger bar in compression.
Page 5.1-A5-1
Concrete Structures
Chapter 5
Page 5.1-A5-2
Appendix 5.1-A6
c = 3,000 psi Bar Size Side Cover < 2 Cover on Tail < 2 0-9 0-11 1-2 1-5 1-8 1-10 2-1 2-4 2-7 3-1 4-2 Side Cover >= 2 Cover on Tail >= 2 0-6 0-8 0-10 1-0 1-2 1-4 1-6 1-8 1-10 3-1 4-2 Side Cover < 2 Cover on Tail < 2 0-8 0-10 1-0 1-3 1-5 1-7 1-10 2-1 2-3 2-9 3-7
Page 5.1-A6-1
Concrete Structures
Chapter 5
Page 5.1-A6-2
Appendix 5.1-A7
c = 3,000 psi Top Bars 2-0 2-0 2-4 2-11 4-0 5-3 6-8 8-6 10-5 Others 2-0 2-0 2-0 2-1 2-11 3-9 4-9 6-1 7-5
Tension Lap Splice Lengths of Grade 60 Uncoated Bars Class B Bar Size #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18
Tension Lap Splice Lengths of Grade 60 Epoxy Coated Bars Class B Bar Size #3 #4 #5 #6 #7 #8 #9 #10 #11 #14 #18 c = 3,000 psi Top Bars 2-3 2-3 2-10 3-7 4-11 6-5 8-1 10-3 12-8 Others 2-0 2-0 2-6 3-2 4-4 5-8 7-2 9-1 11-2 c = 4,000 psi Top Bars 2-3 2-3 2-10 3-4 4-3 5-7 7-0 8-11 10-11 Others 2-0 2-0 2-6 3-0 3-9 4-11 6-2 7-10 9-8 c = 5,000 psi Top Bars 2-3 2-3 2-10 3-4 3-11 5-0 6-3 8-0 9-9 Others 2-0 2-0 2-6 3-0 3-5 4-5 5-7 7-0 8-0 c = 6,000 psi Top Bars 2-3 2-3 2-10 3-4 3-11 4-6 5-9 7-3 8-11 Others 2-0 2-0 2-6 3-0 3-5 4-0 5-1 6-5 7-11
Top bars are so placed that more than 12 of concrete is cast below the reinforcement. Modification factor for spacing 6 and side cover 3 = 0.8. Modification factor for reinforcements enclosed in spirals = 0.75. Definition of splice classes: Class A: Class B: Class C: Modification factor for Class A = 0.77 Modification factor for Class C = 1.31 Modification factor for 3-bar bundle = 1.2
WSDOT Bridge Design Manual M 23-50.07 September 2011 Page 5.1-A7-1
Low stressed bars 75% or less are spliced Low stressed bars more than 75% are spliced High stressed bars 50% or less are spliced High stressed bars more than 50% are spliced
Class B lap splice is the preferred and most commonly used by Bridge Office.
Concrete Structures
Chapter 5
Page 5.1-A7-2
Appendix 5.1-A8
Assumptions for determining development length: ps = pu = 270 ksi pe = (270 ksi x 0.75) - 40 ksi = 162.5 ksi
Page 5.1-A8-1
Concrete Structures
Chapter 5
Page 5.1-A8-2
Appendix 5.2-A1
Page 5.2-A1-1
Concrete Structures
Chapter 5
Page 5.2-A1-2
WSDOT Bridge Design Manual M 23-50.06 July 2011 Bridge Design Manual M 23-50 June 2006
Page 5.2-A2-1
Page 5.2-A2-1
Concrete Structures
Chapter 5
Page 5.2-A2-2
BridgeBridge DesignDesign ManualManual M 23-50M 23-50.06 WSDOT June 2006 July 2011
Concrete Structures
Chapter 5
Page 5.2-A3-2
Appendix 5.3-A1
Page 5.3-A1-1
Concrete Structures
Chapter 5
Page 5.3-A1-2
Appendix 5.3-A2
Page 5.3-A2-1
Concrete Structures
Chapter 5
Page 5.3-A2-2
Appendix 5.3-A3
Page 5.3-A3-1
Concrete Structures
Chapter 5
Page 5.3-A3-2
Appendix 5.3-A4
Page 5.3-A4-1
Concrete Structures
Chapter 5
Page 5.3-A4-2
Required Bar Spacing for Girder Spacings and Slab Thicknesses for the Positive Moment Region
Appendix 5.3-A5
13
12
#6 Bars
11
10
#5 Bars
6 5.5 6.0 6.5 7.0 7.5 8.0 8.5 Girder Spacing in Feet 9.0 9.5 10.0 10.5 11.0 11.5 12.0
4.0
4.5
5.0
Cast-In-Place Deck Slab Design for Positive Moment Regions c = 4.0 ksi
Page 5.3-A5-1
Page 1
Concrete Structures
Chapter 5
Page 5.3-A5-2
Required Bar Spacing for Girder Spacings and Slab Thicknesses for the Negative Moment Region
14 7.5" Slab
13
Appendix 5.3-A6
8.0" Slab
12
#6 Bars
11
10
4.0
4.5
5.0
Cast-In-Place Deck Slab Design for Negative Moment Regions c = 4.0 ksi
Page 5.3-A6-1
Page 1
Concrete Structures
Chapter 5
Page 5.3-A6-2
Slab Overhang Required Reinforcement for Vehicle Impact Interior Barrier Segment - LRFD A13.4.1 Design Case 1
2.8
32in F Shape & 34in Single Slope 42in F Shape & 42in Single Slope
2.6
Appendix 5.3-A7
2.4
2.2
1.8
1.6
1.4
1.2
0.8
0.6 4 4.25 4.5 4.75 5 d (in) 5.25 5.5 5.75 6 6.25 6.5
0.4
3.5
3.75
Notes: 1. Top and bottom mats each carry one-half the tension impact load. 2. Only Design Case 1 of LRFD A13.4.1 is considered. Designer must also check Design Cases 2 and3. 3. Section considered is a vertical section through the slab overhang at the toe of the barrier.
Page 5.3-A7-1
Concrete Structures
Chapter 5
Page 5.3-A7-2
Slab Overhang Required Reinforcement for Vehicle Impact End Barrier Segment - LRFD A13.4.1 Design Case 1
3.2
Appendix 5.3-A8
2.8
2.6
32in F Shape 34in Single Slope 42in F Shape 42in Single Slope
2.4
2.2
1.8
1.6
1.4
1.2
0.8
3.5
3.75
Notes: 1. Top and bottom mats each carry one-half the tension impact load. 2. Only Design Case 1 of LRFD A13.4.1 is considered. Designer must also check Design Cases 2 and3. 3. Section considered is a vertical section through the slab overhang at the toe of the barrier.
Page 5.3-A8-1
Concrete Structures
Chapter 5
Page 5.3-A8-2
W42G
W50G
W58G
W74G
Design Parameters: Design Parameters: PGSuper version 2.2.3.0 - PGSuper Version 2 .2 .3 .0 Girder = 7.5 ksi, c =f'c 9.0 ci = 7 .5 ksi, - Girder f'ci =ksi 9 .0 ksi Slab c = 4.0 ksi - Slab f'c = 4 .0 ksi . No horizontal or vertical curve - No vertical or horizontal curve 2% roadway crown slope - 2% roadway crown slope Standard WSDOT "F" shape barrier - Standard WSDOT "F" shape barrier 6% roadway superelevation for shipping check - 6% roadway superelevation for shipping check Standard WSDOT Abutment End Type A - Standard Type A pcf Includes 2 WSDOT future HMAAbutment overlay with End density of 140 WSDOT Bridge Design Manual M 23-50.06 July 2011
Concrete Structures
Chapter 5
Page 5.6-A1-1-2
Appendix 5.6-A1-2
Girder Type
WF36G
WF42G
WF50G
WF58G
WF66G
WF74G
Girder CL Bearing to Deck Spacing (ft) CL Bearing (ft) "A" Dim . (in) Thickness (in) 5 105 11 .25 7 .50 6 100 11 .25 7 .50 7 95 11 .25 7 .50 8 95 11 .25 7 .50 9 90 11 .25 7 .50 10 85 11 .25 7 .50 11 85 11 .00 7 .50 12 80 11 .00 8 .00 5 120 11 .25 7 .50 6 115 11 .25 7 .50 7 110 11 .50 7 .50 8 105 11 .25 7 .50 9 100 11 .25 7 .50 10 95 11 .25 7 .50 11 90 11 .25 7 .50 12 90 11 .50 8 .00 5 140 11 .00 7 .50 6 135 11 .25 7 .50 7 125 11 .25 7 .50 8 120 11 .50 7 .50 9 115 11 .25 7 .50 10 110 11 .25 7 .50 11 110 11 .25 7 .50 12 105 11 .50 8 .00 5 155 10 .75 7 .50 6 150 11 .00 7 .50 7 145 11 .25 7 .50 8 140 11 .25 7 .50 9 135 11 .25 7 .50 10 130 11 .25 7 .50 11 120 11 .25 7 .50 12 120 11 .50 8 .00 5 165 10 .75 7 .50 6 160 10 .75 7 .50 7 155 11 .00 7 .50 8 150 11 .25 7 .50 9 145 11 .25 7 .50 10 140 11 .50 7 .50 11 135 11 .25 7 .50 12 130 11 .75 8 .00 5 175 10 .50 7 .50 6 170 10 .75 7 .50 7 165 11 .00 7 .50 8 160 11 .00 7 .50 9 155 11 .25 7 .50 10 150 11 .25 7 .50 11 145 11 .25 7 .50
Page 5.6-A1-2-1
Chapter 5
WF83G
WF95G
WF100G
12 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
140 190 185 180 170 165 160 155 150 190 185 175 175 170 165 160 155 205 200 195 185 180 175 170 165
11 .75 10 .00 10 .50 10 .50 10 .75 11 .00 11 .00 11 .00 11 .50 9 .50 9 .75 10 .25 10 .50 10 .75 10 .75 11 .00 11 .25 9 .50 10 .00 10 .00 10 .25 10 .50 10 .50 10 .50 11 .25
8 .00 7 .50 7 .50 7 .50 7 .50 7 .50 7 .50 7 .50 8 .00 7 .50 7 .50 7 .50 7 .50 7 .50 7 .50 7 .50 8 .00 7 .50 7 .50 7 .50 7 .50 7 .50 7 .50 7 .50 8 .00
147 210 204 199 188 183 177 172 166 226 220 208 208 202 196 191 185 251 245 239 227 221 215 209 203
Design Parameters: - PGSuper Version 2 .2 .3 .0 Design Parameters: - Girder f'ci = 7 .5 ksi, f'c = 9 .0 ksi PGSuper version 2.2.3.0 - Slab f'c = 4 .0 ksi . Girder ci = 7.5 ksi, c = 9.0 ksi - No vertical or horizontal curve Slab c = 4.0 ksi - 2% roadway crown slope No horizontal or vertical curve - Standard WSDOT "F" shape barrier 2% roadway crown slope - 6% roadway superelevation for shipping check Standard WSDOT "F" shape barrier End Type A - Standard WSDOT Abutment 6% roadway superelevation for shipping - Includes 2" future HMA overlaycheck with density of 140 pcf
Standard WSDOT Abutment End Type A Includes 2 future HMA overlay with density of 140 pcf
Page 5.6-A1-2-2
W32BTG
W38BTG
W62BTG
CL Bearing to Deck CL Bearing (ft) "A" Dim . (in) Thickness (in) 80 11 .25 7 .50 75 11 .25 7 .50 75 11 .25 7 .50 70 11 .00 7 .50 65 10 .75 7 .50 65 10 .75 7 .50 60 10 .50 7 .50 60 11 .00 8 .00 95 12 .00 7 .50 90 11 .75 7 .50 85 11 .50 7 .50 80 11 .25 7 .50 75 11 .00 7 .50 75 11 .00 7 .50 70 10 .75 7 .50 70 11 .25 8 .00 135 11 .50 7 .50 130 11 .50 7 .50 125 11 .75 7 .50 120 11 .75 7 .50 115 11 .50 7 .50 110 11 .50 7 .50 105 11 .25 7 .50 100 11 .75 8 .00
Design Parameters: - PGSuper Version 2 .2 .3 .0 PGSuper version 2.2.3.0 - Girder f'ci = 7 .5 ksi, f'c = 9 .0 ksi Girder = 7.5 ksi, = 9.0 ksi - Slab f'cci= 4 .0 ksi . c Slab c = 4.0 ksi - No vertical or horizontal curve No horizontal or vertical curve - 2% roadway crown slope 2% roadway crown slope - Standard WSDOT "F" shape Standard WSDOT "F" shape barrier barrier - 6% roadway superelevation for shipping check 6% roadway superelevation for shipping check - Standard WSDOT Abutment End Type A Standard WSDOT Abutment End Type A - Includes future HMA overlay withof density Includes 22" future HMA overlay with density 140 pcf of 140
Design Parameters:
pcf
Page 5.6-A1-3-1
Concrete Structures
Chapter 5
Page 5.6-A1-3-2
Appendix 5.6-A1-4
Girder Type W35DG Girder Width (ft) 4 5 6 4 W41DG 5 6 4 W53DG 5 6 4 W65DG 5 6
Design Parameters: PGSuper version 2.2.3.0 Girder ci = 7.5 ksi, c = 9.0 ksi Slab c = 4.0 ksi No horizontal or vertical curve 2% roadway crown slope Standard WSDOT "F" shape barrier 6% roadway superelevation for shipping check Standard WSDOT Abutment End Type A Includes 2 future HMA overlay with density of 140 pcf
Page 5.6-A1-4-1
Concrete Structures
Chapter 5
Page 5.6-A1-4-2
Span Capability of Slab Girders Appendix 5.6-A1-5 with CIP Topping Span Capability of Slab Girders with 5" CIP5Topping
Girder Type 1'-0" Solid 1'-6" Voided 2'-2" Voided 2'-6" Voided 3'-0" Voided CL Bearing to CL Bearing (ft) 20 25 30 31 35 40 45 48 55 60 65 70 65 70 75 80 85 90 95 98 "A" Dim . (in) 5 .25 5 .25 5 .50 5 .50 5 .25 5 .50 5 .75 5 .75 5 .50 5 .75 5 .75 5 .75 5 .50 5 .75 5 .50 5 .75 5 .50 5 .50 5 .50 5 .50 Girder Width (ft) 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .00 4 .33 4 .33 4 .33 4 .33 5 .00 5 .00 5 .00 5 .00 Shipping Weight (kips) 14 17 20 20 28 31 35 37 60 65 70 75 79 85 91 96 137 144 152 157
Design Parameters: - PGSuper Version 2 .2 .3 .0 PGSuper version 2.2.3.0 - Girder f'ci = 7 .5 ksi, f'c = 9 .0 ksi Girder ci = 7.5 ksi, c = 9.0 ksi - CIP Slab = ksi 4 .0 ksi . CIP Slab c f'c = 4.0 - No vertical or horizontal curve No horizontal or vertical curve - 2% roadway crown 2% roadway crown slope slope Standard WSDOT "F" shape - Standard WSDOT "F" barrier shape barrier 6% roadway superelevation for shipping - 6% roadway superelevation forcheck shipping check Standard WSDOT Abutment End Type A - Standard WSDOT Abutment End Type A Includes 2 future HMA overlay with density of 140 pcf
Design Parameters:
Page 5.6-A1-5-1
Concrete Structures
Chapter 5
Page 5.6-A1-5-2
Span Capability of Trapezoidal Appendix 5.6-A1-6 TubTub Girders without Top Flange Span Capability of Trapezoidal Girders without Top Flange
Girder CL Bearing to Deck Spacing (ft) CL Bearing (ft) "A" Dim . (in) Thickness (in) 8 130 8 .25 7 .50 10 125 8 .25 7 .50 U54G4 12 120 8 .50 7 .50 14 115 8 .50 7 .50 9 130 8 .25 7 .50 11 125 8 .50 7 .50 U54G5 13 120 8 .75 7 .50 15 115 8 .50 7 .50 8 150 8 .25 7 .50 10 145 8 .25 7 .50 U66G4 12 140 8 .25 7 .50 14 130 8 .50 7 .50 9 150 8 .25 7 .50 11 145 8 .25 7 .50 U66G5 13 140 8 .25 7 .50 15 135 8 .50 7 .50 8 170 # 8 .25 7 .50 10 160 8 .25 7 .50 12 155 8 .25 7 .50 U78G4 14 145 8 .50 7 .50 16 135 9 .00 8 .00 9 170 # 8 .25 7 .50 11 165 # 8 .25 7 .50 13 160 # 8 .25 7 .50 U78G5 15 155 # 8 .25 7 .50 17 150 8 .75 8 .00 # Span capability exceeds maximum shipping weight of 252 kips Design Parameters: Design Parameters: - PGSuper Version 2 .2 .3 .0 PGSuper version 2.2.3.0 - Girder f'ci = 7 .5 ksi, = 9 .0 ksi Girder ci = 7.5 ksi, c =f'c 9.0 ksi - Slab f'c = 4 .0 ksi . Slab c = 4.0 ksi - No vertical or horizontal curve No horizontal or vertical curve 2% roadway crown slope - 2% roadway crown slope Standard WSDOT "F" shape barrier barrier - Standard WSDOT "F" shape 6% roadway superelevation for shipping check - 6% roadway superelevation for shipping check Standard WSDOT Abutment End Type A - Standard WSDOT Abutment End Type A Includes 22" future HMA overlay with density 140 pcf of 140 - Includes future HMA overlay withof density Girder Type Shipping Weight (kips) 153 147 142 136 164 158 151 145 205 198 192 178 217 210 203 196 264 249 242 226 211 278 270 262 254 246
pcf
Page 5.6-A1-6-1
Concrete Structures
Chapter 5
Page 5.6-A1-6-2
Span Capability of Trapezoidal Appendix 5.6-A1-7 with Top TopFlange Flange Span Capability of Trapezoidal Tub Tub Girders Girders with
Girder CL Bearing to Deck Spacing (ft) CL Bearing (ft) "A" Dim . (in) Thickness (in) 9 150 9 .25 8 .50 11 140 9 .50 8 .50 UF60G4 13 135 9 .75 8 .50 15 130 10 .00 8 .50 10 150 9 .25 8 .50 12 145 9 .25 8 .50 UF60G5 14 140 9 .75 8 .50 16 135 9 .75 8 .50 9 160 9 .25 8 .50 11 150 9 .50 8 .50 UF72G4 13 145 9 .75 8 .50 15 140 9 .75 8 .50 10 170 # 9 .25 8 .50 12 160 # 9 .25 8 .50 UF72G5 14 155 # 9 .50 8 .50 16 150 9 .50 8 .50 10 180 # 9 .25 8 .50 12 170 # 9 .25 8 .50 UF84G4 14 165 # 9 .50 8 .50 16 160 # 9 .75 8 .50 11 180 # 9 .25 8 .50 13 175 # 9 .25 8 .50 UF84G5 15 165 # 9 .50 8 .50 17 160 # 9 .50 8 .50 # Span capability exceeds maximum shipping weight of 252 kips Design Parameters: Design Parameters: - PGSuper Version 2 .2 .3 .0 PGSuper version 2.2.3.0 - Girder f'ci = 7 .5 ksi, 9 .0 ksi Girder ci = 7.5 ksi, c =f'c 9.0= ksi - CIP Slab = 4 .0 CIP slab cf'c = 4.0 ksi ksi . No horizontal or vertical curve - No vertical or horizontal curve 2% roadway crown slope - 2% roadway crown slope Standard WSDOT "F" shape barrier barrier - Standard WSDOT "F" shape 6% roadway superelevation for shipping check - 6% roadway superelevation for shipping check Standard WSDOT Abutment End Type A - Standard WSDOT Abutment End Type A Includes 2 future HMA overlay with density of 140 pcf - Includes 2" future HMA overlay with density of 140 Deck includes a 3.5 SIP panel with a 5 CIP slab Girder Type Shipping Weight (kips) 205 192 185 178 217 210 203 196 249 234 226 218 278 262 254 246 314 297 288 280 329 320 302 293
pcf - Deck includes a 3 .5" Stay-In-Place Panel with a 5" CIP Slab
Page 5.6-A1-7-1
Concrete Structures
Chapter 5
Page 5.6-A1-7-2
Chapter 5
Concrete Structures
Span Capability of Span Capability of Post-Tensioned Spliced I-Girders Post-tensioned Spliced I-Girders
Tendon Tendson Jacking Force after Loss* Force** Seating** (kips) (kips) (kips) 2970 2970 2970 2970 2970 2960 2960 2960 2990 3020 3500 2985 2985 2985 2985 3500 3500 4000 4000 4000 3500 3500 3500 3360 3000 3500 4000 4000 4000 4000 2680 2670 2650 2630 2590 2690 2710 2690 2720 2750 3160 2710 2700 2680 2620 3200 3210 3640 3640 3640 3150 3110 3130 2990 2630 3210 3650 3640 3640 3630 730 740 760 780 815 680 680 690 700 710 850 720 730 740 810 810 800 940 940 940 860 980 880 860 810 800 930 940 950 960
f'ci = 6.0 ksi, f'c = 9 ksi Strand diameter = 0.6" Grade 270 ksi low relaxation Girder Type Cast-inPT Ducts Girder Span place Strands/Duct Spacing Length Closures (Duct#4 @ Bottom) (ft) (ft) Length (ft) 1 2 3 4 6 8 10 12 14 6 8 10 12 14 6 8 10 12 14 6 8 10 12 14 6 8 10 12 14 6 8 10 12 14 170 155 140 120 100 195 185 175 165 155 185 165 155 135 115 *205 200 195 185 175 200 185 175 155 135 235 230 215 205 190 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 11 11 11 22 22 22 11 11 11 8 11 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 E1 (in) 36.4 36.4 36.4 36.4 36.4 36.4 36.4 36.4 36.4 36.4 33.8 36.4 36.4 36.4 33.8 33.8 37.6 37.6 37.6 37.6 46.1 46.1 46.1 44.9 59.0 46.1 37.6 37.6 37.6 37.6 E3 (in) 12.7 12.7 12.7 12.7 12.7 12.7 12.7 12.7 12.7 12.7 14.5 12.7 12.7 12.7 12.7 14.5 14.5 15.7 15.7 15.7 14.5 14.5 14.5 14.1 12.7 14.5 15.7 15.7 15.7 15.7
WSDOT Bridge Design Manual M 23-50.06 Bridge Design Manual M 23-50.02 July 2011 May 2008
Concrete Structures
Chapter 5
* Controlled by over-reinforced section (see LRFD Sec. 5.7.3.3) ** Total force calculated at jacking end of post-tensioned girder (rounded to the nearest 10) Design Parameters: PGSplice V. 0.3 WSDOT BDM LRFD design criteria No vertical or horizontal curve 2.0% roadway crown slope Interior girder with barrier load (6 girder bridge) Only flexural service and strength checked; lifting and hauling checks not necessarily satisfed Simple girder span lengths are CL bearing to CL bearing Slab c = 4.0 ksi Standard WSDOT F shape barrier Under normal exposure condition and 75% relative humidity Spans reported in 5-0 increments Designs based on normally reinforced sections (c/de < 0.42 LRFD 5.7.3.3) Designs based on 22 strands/duct For 6-10 girder spacing -- 7.5 slab For 12 girder spacing -- 8.0 slab For 14 girder spacing -- 8.75 slab Girders post-tensioned before slab pour are assumed to be post-tensioned adjacent to structure. All spec checks at wet joints have been ignored. It isassumed that the designer can modify the wet joints to reach the required span as shown in the table. These modifcations are outside the scope of this table.
Page 5.6-A1-8-2
Chapter 5
End Segments No. of Straight Strands 1 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 20 2 22 22 10 6 22 22 21 22 22 22 22 10 2 22 22 20 15 22 22 10 19 22 3608 5192 4048 5720 4400 5896 14 12 22 22 4928 8 21 22 3784 16 10 22 22 4752 8 17 22 3432 3110 4334 3434 4500 3262 4718 3692 5202 4018 5400 16 7 22 22 4488 4088 8 15 22 3256 2944 14 8 22 22 4576 4196 6 18 22 3520 3200 684 852 648 864 678 910 742 940 722 1014 776 1110 840 1104 14 6 22 22 4400 4032 826 8 12 22 2992 2764 578 14 2 22 22 4048 3708 760 31.5 19.7 29.8 18.3 29.0 18.9 29.4 18.5 29.3 17.7 27.7 18.1 26.8 31.5 25.2 29.8 395.0 6 11 22 2904 2636 570 20.0 2 3 4 8.9 10.1 9.0 10.9 9.5 11.2 9.3 11.0 9.4 11.3 9.7 11.7 9.6 12.1 10.1 12.6 10.9 12.9 No. of Straight Strands PT Ducts ~ Strands/Duct (Duct #4 @ Bottom) E1 (in) E3 (in) Jacking Tendon Force Tendon Force* after Seating* Loss* (kips) (kips) (kips)
Middle Segment
Girder Type
U54PTG4
135
14
150
U54PTG5
135
15
150
U54PTG6
10
135
16
145
Bridge Design Manual M 23-50.02 WSDOT Bridge Design Manual M 23-50.06 May 2008 July 2011 Concrete Structures
U66PTG4
155
14
170
U66PTG5
155
15
170
U66PTG6
10
155
16
165
U78PTG4
175
16
190
U78PTG5
180
17
195
Span Capability Capabilityof ofPostPost-tensioned Span Appendix 5.6-A1-9 Spliced Tub Girders Appendix 5.6-A1-13 Tensioned Spliced Tub Girders
Page 5.6-A1-13-1
U78PTG6
10
180
18
190#
Page 5.6-A1-9-1
Concrete Structures
Chapter 5
Total force calculated at jacking end of post-tensioned girder # Span capability exceeds maximum shipping weight of 200 kips Design Parameters: PGSplice V. 0.3 WSDOT BDM LRFD design criteria No vertical or horizontal curve 2.0% roadway crown slope Interior girder with barrier load (6 girder bridge) Only exural service and strength checked; lifting and hauling checks not necessarily satised Simple girder span lengths are CL bearing to CL bearing Standard WSDOT F shape barrier Under normal exposure condition and 75% humidity Spans reported in 5-0 increments A dimension = deck thickness + 2 Closure pour for spliced girders is 2, ci = 6.0 ksi, c = 9 ksi Girder ci = 6.0 ksi, c = 9.0 ksi, slab c = 4.0 ksi Girders are spliced in-place after slab is cast Prestressing and post-tensioning steel is 0.6 diameter, Grade 270 End segments are 25% of total length; center segment is 50% of total length Range of applicability requirements in LRFD ignored; span lengths may be longer than allowed by LRFD Designs are based on a 22 diameter strand limit per 4 duct for high pressure grout All spec checks at wet joints have been ignored. It is assumed that the designer can modify the wet joints to reach the required span as shown in the table. These modications are outside the scope of this table.
Page 5.6-A1-9-2
5.6-A1-10
2'-8" TO 3'-0"
3'-2" TO 3'-6"
4'-2"
4'-10"
5'-2" TO 5'-6"
6'-2"
6'-10"
7'-10"
8'-4"
I-Girder Sections
W GIRDERS
1'-3"
3'-6"
4'-2"
4'-10"
1'-8"
2'-1"
2'-1"
2'-1"
W42G
SPAN LENGTH = 80 FT.
W50G
SPAN LENGTH = 110 FT.
W58G
SPAN LENGTH = 120 FT.
W74G
SPAN LENGTH = 140 FT.
4'-1"
4'-1"
4'-1"
5'-6"
3'-0"
3'-6"
4'-2"
3'-2"
3'-2"
3'-2"
4'-10"
3'-2"
3'-2"
6'-2"
3'-2"
3'-2"
3'-2"
8'-4"
4'-1"
4'-1"
3'-2"
WF36G
SPAN LENGTH = 100 FT.
WF42G
SPAN LENGTH = 110 FT.
WF50G
SPAN LENGTH = 130 FT.
WF58G
SPAN LENGTH = 145 FT.
WF66G
SPAN LENGTH = 155 FT.
WF74G
SPAN LENGTH = 165 FT.
WF83G
SPAN LENGTH = 175 FT.
WF95G
SPAN LENGTH = 190 FT.
WF100G
SPAN LENGTH = 210 FT.
BULB-TEE GIRDERS
4'-1"
NOTES: 1. SPAN LENGTHS SHOWN ARE THE MAXIMUM FOR EACH TYPE OF GIRDER USING PGSUPER PROGRAM.
4'-1"
3'-2"
4'-1"
5'-2"
2'-8"
2. THE CONCRETE COMPRESSIVE STRENGTHS FOR STANDARD DESIGNS ARE LIMITED TO 7.5 ksi AT TRANSFER AND 9.0 ksi AT FINAL. 3. THE DESIGN IS BASED ON 0.6" DIAM. LOW RELAXATION PRESTRESSING STRANDS.
2'-1"
2'-1"
2'-1"
W32BTG
SPAN LENGTH = 75 FT.
W38BTG
SPAN LENGTH = 90 FT. M:\STANDARDS\Girders\Design Charts\STD PC GIRDERS.MAN
REGION NO.
W62BTG
SPAN LENGTH = 135 FT.
BRIDGE SHEET NO.
SHEET NO.
TOTAL SHEETS
5.6-A1-10
SHEET
OF
SHEETS
5.6-A1-11
5.6-A1-12
6'-10", 7'-0"
7'-10"
4'-2"
8'-4"
4'-2"
4'-2" 4'-2"
SPLICED WF-GIRDERS
7'-10"
3'-4"
3'-4"
6'-10"
6'-2"
3'-4"
3'-4"
4'-6"
6'-6"
NOTES: 1. SPAN LENGTHS SHOWN ARE THE MAXIMUM FOR EACH TYPE OF GIRDER USING PGSPLICE PROGRAM. THE CONCRETE COMPRESSIVE STRENGTHS FOR STANDARD DESIGNS ARE LIMITED TO 7.5 ksi AT TRANSFER AND 9.0 ksi AT FINAL. THE DESIGN IS BASED ON 0.6" DIAM. LOW RELAXATION PRESTRESSING STRANDS. STRENGTH OF CONCRETE AT THE CLOSURES SHALL NOT EXCEED 6.0 ksi FOR POST-TENSIONING BEFORE SLAB CASTING AND 4.0 ksi FOR POST-TENSIONING AFTER SLAB CASTING. POST-TENSIONED TUB SECTIONS MAY BE CURVED. POST-TENSIONED BEFORE SLAB CASTING. POST-TENSIONED AFTER SLAB CASTING.
5'-0"
7'-0"
2.
3. 4.
8'-4"
5/6/2009
Thu Sep 02 14:21:20 2010
SHEET
OF
SHEETS
5.6-A1-13
GIRDER DEPTH
5'-6"
6'-0"
4'-0" WIDE
4'-0"
4'-6"
4'-0"
5'-0"
4'-0"
4'-0"
U54G4
SPAN LENGTH = 120 FT.
UF60G4
SPAN LENGTH = 140 FT.
U66G4
SPAN LENGTH = 140 FT.
UF72G4
SPAN LENGTH = 155 FT.
5'-0" WIDE
5'-0"
4'-6"
5'-0"
5'-0"
5'-0"
5'-6"
5'-0"
U54G5
SPAN LENGTH = 120 FT.
UF60G5
SPAN LENGTH = 145 FT.
U66G5
SPAN LENGTH = 140 FT.
UF72G5
SPAN LENGTH = 160 FT.
NOTES: 1. SPAN LENGTHS SHOWN ARE THE MAXIMUM FOR EACH TYPE OF GIRDER USING PGSUPER PROGRAM. 2. THE CONCRETE COMPRESSIVE STRENGTHS FOR STANDARD DESIGNS ARE LIMITED TO 7.5 ksi AT TRANSFER AND 9.0 ksi AT FINAL. 3. THE DESIGN IS BASED ON 0.6" DIAM. LOW RELAXATION PRESTRESSING STRANDS. M:\STANDARDS\Girders\Design Charts\STD PC TUB GIRDERS.MAN
REGION NO. BRIDGE SHEET NO.
SHEET NO.
TOTAL SHEETS
6'-0"
SHEET OF SHEETS
5.6-A1-13
5.6-A2-1
5.6-A2-2
5.6-A2-3
5.6-A3-1
5.6-A3-2
5.6-A3-3
" x 3" x 7" SHEAR KEYS (OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS) 2 UNIT HOLD DOWN 6" MIN., - 1'-6" MAX.
NOTES
DIAPH. Ld APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD.
3"
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. ALL PRETENSIONED STRANDS SHALL BE [" OR 0.6"] LOW RELAXATION STRANDS (AASHTO M203 GRADE 270.) FOR END TYPES A, C AND D, CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 6-02.3(25)H OF THE STANDARD SPECIFICATIONS. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS.
11"
6"
2.
3.
3"
2'-4"
3"
9"
HARPING POINT
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS *
1'-3"
4.
BRG.
5.
END TYPE A
END TYPE B
* OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" BURKE HI-TENSILE, LANCASTER MALLEABLE, DAYTON-SUPERIOR F-62 FLARED THIN SLAB (1" x 4") FERRULE OR APPROVED EQUAL. (TYP.) ** MAXIMUM SLOPE FOR STRANDS 6 : 1 FOR EACH " STRAND OR 8 : 1 FOR EACH 0.6" STRAND
GIRDER ELEVATION
2 G2 #5, G3 #5 & 2 G7 #3 MEASURED ALONG GIRDER 3 SPA. @ 3" = 10" 11 SPA. @ 6" = 5'-6" 9" 2 G1 #4, G3 #5 & 2 G7 #3
6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION.
G5 #7 - 4 EQUAL SPACES. EMBED 7'-0" TYP. INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B". 3"
B
X EXTEND G4 #5
2" CLR.
C
1"+B1 4"
GIRDER
G4 #5 (TYP.)
G2 #5 G1 #4
4'-2"
2"
G3 #5
FORM HANGERS INTERMEDIATE DIAPHRAGM: 1/2 points of span for span lengths 40'-0" to 80'-0" No intermediate diaphragm for span lengths 40'-0" or less.
9"
6" G7 #3 (TYP.)
9"+B2
3" R. Y
EXTEND STRAIGHT STRANDS (3) THROUGH (6) UNLESS NOTED OTHERWISE ON STRAND EXTENSION DETAIL, GIRDER DETAILS 3 OF 3
6"
3"
VIEW
1" CHAMFER
2'-1"
Diaphragm Type
SECTION
END TYPE A B C D
End Diaph. on Girder "L" Abutment Hinge Diaph. @ Intermediate Pier Fixed Diaph. @ Intermediate Pier
B2 = 0" ( G5 ) (stirrup spacing shall be determined by the designer) ENDS BACK ON STATION G5 BARS RIGHT OF B1 = 1"( G4 , G8 ) B2 = 3" ( G5 ) M:\STANDARDS\Girders\W\W50G\W50G1.MAN
G1 G2 6"
G6 8"
8"
B1 = 0" ( G4 , G8 )
4'-4"+ "A"
G5 BARS LEFT OF
1"
MARK G1 G2 G3 G4 G5 G6 G7 G8 G9 G10
GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER
LOCATION STIRRUPS END STIRRUPS TOP FLANGE LONGIT. FULL LENGTH END LONGIT. END TIES BOT. FLANGE TIES END LONGIT. BOT. FLANGE TIES BOT. FLANGE TIES
SIZE 4 5 5 5 7 W12 3 4 3 3
3"
BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) NOTE: FOR DIMENSION "A", SEE "GIRDER SCHEDULE" 1'-1" FIELD BEND ALT. SIDES G7 G9 R=2"
11"
STR.
SR
JOB NO.
1'-6" - VARIES FOR SKEWED ENDS. - #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. - PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. - SHALL BE CHECKED FOR EFFECT OF VERTICAL CURVE.
1'-11"
G10
5.6-A3-3
5.6-A3-4
GIRDER
BEARING RECESS
90
1"
21 7 17 11 15 9
19 23 13
25 1 5
26 2 6
20 24 14
22
3"
Fo
2"
1 3 5 2" (TYP.) 7 9 11
2 4 6 8 10
16 10
18 12
8 4
Fb F
2 P1 LL C.G. OF LOWER HARPED STRAND (BUNDLE BETWEEN HARPING POINTS) PLAN LENGTH ALONG GIRDER GRADE LT P2
3
2"
1"
C.G. TOTAL HARPED STRANDS ODD STRAND (MAY BE ADJUSTED TO EITHER SIDE OF WEB)
2"
4"
2"
END 1
NOTE: LL AND LT ARE SHIPPING SUPPORT LOCATIONS AT LEADING AND TRAILING ENDS, RESPECTIVELY.
END 2
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH - USE SAWTOOTH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND AS WELL AS TOP FLANGE ADJACENT TO HARPED STRANDS AS SHOWN IN VIEW B - GIRDER DETAILS 1 OF 2
GIRDER SCHEDULE
MIN. CONC. COMP. STRENGTH
@ RELEASE F'CI (KSI) @ FINAL F'C (KSI)
BASED ON GIRDER DEFLECTION = "D" AT TIME OF SLAB PLACEMENT (120 DAYS) HARPED STRAIGHT
D @ 120 DAYS D @ 40 DAYS
END 2 TYPE
END 1 TYPE
GIRDER
SPAN
LL
LT
1 2 (DEG.) (DEG.)
P1
P2
NO. OF STRANDS
BEARING RECESS
BEARING RECESS -
Fb
Fo
" EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 LEVEL (AFTER CASTING SLAB)
"
GIRDER SLOPE
LEVEL (AFTER CASTING SLAB) NOTE: Dimensions shall be shown in Imperial units to the nearest th inch. The number of harped strands should not exceed of the number of straight strands. [" OR 0.6"] STRAND CHUCK. TACK WELD TO ANCHOR PRIOR TO INSTALLING ON STRAND. THREAD STRAND THROUGH ANCHOR . ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE STEEL ANCHOR x 4 x 4 " HOLE
GIR.
"
ELEVATION
" CHAMFER ON FLANGE FOR SKEWS GREATER THAN 15 " EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 " CHAMFER ON WEB FOR SKEWS GREATER THAN 15 BEARING RECESS BEARING RECESS BEARING WIDTH +2" - SEE "MISC. BEARING DETAILS" SHEET
2" x 1" STEEL STRAND ANCHOR. ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END HEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
GIRDER
90
90
GIRDER
EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END AHEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
SHEET
ALTERNATE #1
ALTERNATE #2
JOB NO.
M:\STANDARDS\Girders\W\W50G\W50G2.man
SR
Ld
PLAN LENGTH
LOCATION OF C.G. STRANDS JACKING JACKING NO. OF FORCE FORCE STRANDS (KIPS) (KIPS)
C
5.6-A3-4
5.6-A3-5
" x 3" x 7" SHEAR KEYS (OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS)
DIAPH. Ld APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD.
11" 3"
NOTES
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE [" OR 0.6"] LOW RELAXATION STRANDS (AASHTO M203 GRADE 270.)
2 UNIT HOLD DOWN. 6" MIN., 1'-6" MAX. C.G. TOTAL HARPED STRANDS
3"
6" 6"
2.
2'-4"
3"
MAX. SLOPE ** 1
9"
HARPING POINT
BRG.
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS *
1'-3"
END TYPE A
END TYPE B
** MAXIMUM SLOPE FOR STRANDS 6 : 1 FOR EACH " STRAND OR 8 : 1 FOR EACH 0.6" STRAND
3. FOR END TYPES A, C AND D, CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 6-02.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION. 8. TEMPORARY STRANDS SHALL BE EITHER PRETENSIONED OR POST-TENSIONED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. IF PRETENSIONED, THESE TEMPORARY STRANDS SHALL BE UNBONDED OVER ALL BUT THE END 10'-0" OF THE GIRDER LENGTH. AS AN ALTERNATE, TEMPORARY STRANDS MAY BE POST-TENSIONED ON THE SAME DAY THE PRETENSIONING IS RELEASED INTO THE GIRDER.
GIRDER ELEVATION
2 G2 #5, G3 #5 & 2 G7 #3 MEASURED ALONG GIRDER
G5 #7 - 5 EQUAL SPACES. EMBED 7'-6" TYP. INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B".
* OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" BURKE HI-TENSILE, LANCASTER MALLEABLE, DAYTON-SUPERIOR F-62 FLARED THIN SLAB (1" x 4") FERRULE OR APPROVED EQUAL. (TYP.)
2 G1 #4, G3 #5 & 2 G7 #3 9" 6 SPA. @ 9" = 4'-6" 6 G4 #5 WITH 2'-0" MIN. SPLICE 10 SPA.@ 1'-3" = 12'-6" SPA. @ 1'-6" MAX. GIRDER 2'-1" GIRDER G3 #5
5"
B
X
3" 1" + B1
G2 #5
SAWTEETH
2"
EXTEND G4 #5
G4 #5 (TYP.)
3"
FORM HANGERS
G1 #4 INTERMEDIATE DIAPHRAGM: 1/3 points of span for span lengths 80'-0" to 120'-0" 1/2 points of span for span lengths 40'-0" to 80'-0" No intermediate diaphragm for span lengths 40'-0" or less. G7 #3 (TYP.)
3"
HARPED STRANDS
9"
6"
G6 W12 G7 #3 (TYP.)
2 G8 #5
9"+B2
3" +B1
3" R. Y EXTEND STRAIGHT STRANDS (3) THROUGH (6) UNLESS NOTED OTHERWISE ON STRAND EXTENSION DETAIL, GIRDER DETAILS 3 OF 3
G8 #5 EMBED 6'-0" INTO GIRDER. OMIT FOR END TYPE "B". G6 W12 TIES - STAGGER SPACING ON ALTERNATE STIRRUPS AS SHOWN.
6"
2" CLR.
3"
6"
3" MIN.
VIEW
1" CHAMFER
2'-1"
Diaphragm Type
END TYPE A B C D
SECTION
End Diaph. on Girder "L" Abutment Hinge Diaph. on Interm. Pier Fixed Diaph. @ Interm. Pier
B2 = 3" ( G5 ) M:\STANDARDS\Girders\W\W58G\W58G1.man
MARK G1 G2 G3 G4 G5 G6 G7 G8 G9 G10
GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER
LOCATION STIRRUPS END STIRRUPS TOP FLANGE LONGIT. FULL LENGTH END LONGIT. END TIES BOT. FLANGE TIES END LONGIT. BOT. FLANGE TIES BOT. FLANGE TIES
SIZE 4 5 5 5 7 W12 3 5 3 3
5'-0"+ "A"
SHEET
1"
3"
BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) NOTE: FOR DIMENSION "A", SEE "GIRDER SCHEDULE" 1'-1" FIELD BEND ALT. SIDES G6 8"
8"
G1 G2 6"
G7 1'-6"
R=2" 1'-11"
STR.
- VARIES FOR SKEWED ENDS. - #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. - PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. - SHALL BE CHECKED FOR EFFECT OF VERTICAL CURVE.
G10
5.6-A3-5
SR
5.6-A3-6
21 7 17 11 15 9
19 23 13
25 1 5
26 2 6
20 24 14
22
3"
Fo
2"
1 3 5 2" (TYP.) 7 9 11
2 4 6 8 10
16 10
18 12
8 4
Fb
3
2"
P2
C.G. TOTAL HARPED STRANDS ODD STRAND (MAY BE ADJUSTED TO EITHER SIDE OF WEB)
2"
4"
2"
GIRDER
BEARING RECESS
END 1
NOTE: LL AND LT ARE SHIPPING SUPPORT LOCATIONS AT LEADING AND TRAILING ENDS, RESPECTIVELY.
END 2
GIRDER SCHEDULE
BASED ON GIRDER DEFLECTION = "D" AT TIME OF SLAB PLACEMENT (120 DAYS) MIN. CONC. COMP. STRENGTH
@ RELEASE F'CI (KSI) @ FINAL F'C (KSI)
HARPED
STRAIGHT
TEMPORARY
D @ 120 DAYS D @ 40 DAYS
LL
LT
2 1 (DEG.) (DEG.)
P1
P2
NO. OF STRANDS
BEARING RECESS
BEARING RECESS -
Fb
Fo
" EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 LEVEL (AFTER CASTING SLAB)
"
GIRDER SLOPE
"
ELEVATION
" CHAMFER ON FLANGE FOR SKEWS GREATER THAN 15 " EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 " CHAMFER ON WEB FOR SKEWS GREATER THAN 15 BEARING RECESS BEARING RECESS BEARING WIDTH +2" - SEE "MISC. BEARING DETAILS" SHEET
The number of harped strands should not exceed of the number of straight strands.
90
GIRDER
GIRDER
90
90
1'-2"
SHEET
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH - USE SAWTOOTH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND AS WELL AS TOP FLANGE ADJACENT TO HARPED STRANDS AS SHOWN IN VIEW B - GIRDER DETAILS 1 OF 3
JOB NO.
M:\STANDARDS\Girders\W\W58G\W58G2.man
SR
1"
Ld
PLAN LENGTH
LOCATION OF C.G. STRANDS JACKING JACKING JACKING NO. OF NO. OF FORCE FORCE FORCE STRANDS STRANDS (KIPS) (KIPS) (KIPS)
C
1"
5.6-A3-6
5.6-A3-7
A
10'-0" SLEEVE TEMPORARY STRANDS 2" x 2" x 2" DEEP EXPANDED POLYSTYRENE FILLED BLOCKOUT (TYP.) 10'-0" SYMM. ABT. GIRDER #1 #3 3" 6" #4 #2
2"
3'-0"
GIRDER
1 x 3 (TYP.) [" OR 0.6"] STRAND CHUCK. TACK WELD TO ANCHOR PRIOR TO INSTALLING ON STRAND. THREAD STRAND THROUGH ANCHOR . ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END AHEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
2" x 1" STEEL STRAND ANCHOR. ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END HEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
" x 6" STUDS (TYP.) GIRDER PLASTIC DUCTS FOR TEMPORARY STRANDS (TYP.) 2 #5 - TOP AND BOTTOM OF STUDS
ALTERNATE #1
ALTERNATE #2
JOB NO.
M:\STANDARDS\Girders\W\W58G\W58G3.man
5.6-A3-7
SR
5.6-A3-8
11"
10"
" x 4" x 7" SHEAR KEYS (OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS) C.G. TOTAL HARPED STRANDS
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS DIAPH. OR " ROUGHENED SURFACE Ld TREATMENT BY APPROVED 6" MECHANICAL METHOD. 6"
NOTES
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE [" OR 0.6"] LOW RELAXATION STRANDS (AASHTO M203 GRADE 270.)
2.
4"
4"
MAX. SLOPE ** 1
3"
1'-3"
3. FOR END TYPES A, C AND D, CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 6-02.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION.
HARPING POINT
BRG.
END TYPE A
GIRDER ELEVATION
2 G2 #5, G3 #5 & 2 G7 #3 MEASURED ALONG GIRDER 2" CLR. 5 SPA. @ 3" = 1'-5" 15 SPA. @ 6" = 7'-6" 6 G4 #5 WITH 2'-0" MIN. SPLICE 9" 2 G1 #5, G3 #5 & 2 G7 #3 8 SPA. @ 9" 6'-0" 11 SPA. @ 1'-3" 13'-9" SPA. @ 1'-6" 3" 2"+B1
3" OPEN HOLE. ADJUST 3" OPEN HOLE * HOLE LOCATION VERTICALLY L TO MISS HARPED STRANDS * HARPED STRANDS BUNDLED END TYPE B BETWEEN HARPING POINTS * OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" BURKE HI-TENSILE, LANCASTER MALLEABLE, DAYTON-SUPERIOR F-62 FLARED THIN SLAB (1" x 4") FERRULE OR APPROVED EQUAL. (TYP.) ** MAXIMUM SLOPE FOR STRANDS 6 : 1 FOR EACH " STRAND OR 8 : 1 FOR EACH 0.6" STRAND 3'-7" 3" 1'-0" GIRDER 6"
2"
GIR.
G5 #7 - 6 EQUAL SPACES. EMBED 9'-6" TYP. INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B". 3"
SAWTEETH
G2 #5
2"
EXTEND G4 #5
2"
G3 #5
G4 #5 (TYP.)
2"
FORM HANGERS INTERMEDIATE DIAPHRAGM: 1/4 points of span for span lengths over 120'-0". 1/3 points of span for span lengths 80'-0" to 120'-0" 1/2 points of span for span lengths 40'-0" to 80'-0"
6'-1"
G6 W12 (TYP.)
G7 #3 2 G8 #6
Z
3" +B1 G8 #6 EMBED 6'-0" INTO GIRDER. OMIT FOR END TYPE "B".
6"
6" MIN.
8. TEMPORARY STRANDS SHALL BE EITHER PRETENSIONED OR POST-TENSIONED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. IF PRETENSIONED, THESE TEMPORARY STRANDS SHALL BE UNBONDED OVER ALL BUT THE END 10'-0" OF THE GIRDER LENGTH. AS AN ALTERNATE, TEMPORARY STRANDS MAY BE POST-TENSIONED ON THE SAME DAY THE PRETENSIONING IS RELEASED INTO THE GIRDER.
9"+B2
R=3" Y EXTEND STRAIGHT STRANDS (3) THROUGH (6) UNLESS NOTED OTHERWISE ON STRAND EXTENSION DETAIL, GIRDER DETAILS 3 OF 3
Diaphragm Type
END TYPE A B C D
VIEW
SAWTEETH SHOWN BY HATCHED AREA
2'-1"
SECTION
LOCATION STIRRUPS END STIRRUPS TOP FLANGE LONGIT. FULL LENGTH END LONGIT. END TIES BOT. FLANGE TIES END LONGIT. BOT. FLANGE TIES BOT. FLANGE TIES SIZE 5 5 5 5 7 W12 3 6 3 3
C
3"
6'-5"+ "A"
G5 BARS LEFT OF B1 = 0" ( G4 , G8 ) B2 = 0" ( G5 ) ENDS BACK ON STATION G5 BARS RIGHT OF B1 = 1"( G4 , G8 ) B2 = 3" ( G5 )
FIELD BENDING REQUIRED TO OBTAIN 1" CONCRETE COVER AT PAVEMENT SEAT. (stirrup spacing shall be determined by the designer)
1"
MARK G1 G2 G3 G4 G5 G6 G7 G8 G9 G10
GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER
BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) NOTE: FOR DIMENSION "A", SEE "GIRDER SCHEDULE" 1'-1" FIELD BEND ALT. SIDES
8"
11" G9
G1 G2 6"
G6 8"
G7 1'-6"
R=2" 1'-11"
STR.
JOB NO.
- VARIES FOR SKEWED ENDS. - #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. - PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. - SHALL BE CHECKED FOR EFFECT OF VERTICAL CURVE.
G10
5.6-A3-8
M:\STANDARDS\Girders\W\W74G\W74G1.man
SR
5.6-A3-9
GIRDER
BEARING RECESS
4" (MIN.)
21 7 17 11 15 9
19 23 13
25 1 5
26 2 6
20 24 14
22 16 10 18 12 8 4
Fb 3"
Fo
1 3 5 2" (TYP.) 7 9 11
2 4
2"
3
2"
P2
6 8 10 C.G. TOTAL HARPED STRANDS ODD STRAND (MAY BE ADJUSTED TO EITHER SIDE OF WEB)
2"
4"
2"
END 1
NOTE: LL AND LT ARE SHIPPING SUPPORT LOCATIONS AT LEADING AND TRAILING ENDS, RESPECTIVELY.
END 2
GIRDER SCHEDULE
BASED ON GIRDER DEFLECTION = "D" AT TIME OF SLAB PLACEMENT (120 DAYS) MIN. CONC. COMP. STRENGTH
@ RELEASE F'CI (KSI) @ FINAL F'C (KSI)
HARPED
STRAIGHT
TEMPORARY
D @ 120 DAYS D @ 40 DAYS
LL
LT
1 2 (DEG.) (DEG.)
P1
P2
NO. OF STRANDS
BEARING RECESS
BEARING RECESS -
Fb
Fo
" EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 LEVEL (AFTER CASTING SLAB)
"
GIRDER SLOPE
"
ELEVATION
" CHAMFER ON FLANGE FOR SKEWS GREATER THAN 15 " EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 " CHAMFER ON WEB FOR SKEWS GREATER THAN 15 BEARING RECESS BEARING RECESS BEARING WIDTH +2" - SEE "MISC. BEARING DETAILS" SHEET
The number of harped strands should not exceed of the number of straight strands.
90
GIRDER
GIRDER
90
90
1'-5"
SHEET
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH - USE SAWTOOTH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND AS WELL AS TOP FLANGE ADJACENT TO HARPED STRANDS AS SHOWN IN VIEW B - GIRDER DETAILS 1 OF 3
JOB NO.
M:\STANDARDS\Girders\W\W74G\W74G2.man
SR
1"
Ld
PLAN LENGTH
LOCATION OF C.G. STRANDS JACKING JACKING JACKING NO. OF NO. OF FORCE FORCE FORCE STRANDS STRANDS (KIPS) (KIPS) (KIPS)
C
1"
5.6-A3-9
5.6-A3-10
A
10'-0" SLEEVE TEMPORARY STRANDS 10'-0" GIRDER 3'-0"
GIRDER
" x 6" STUDS (TYP.) PLASTIC DUCTS FOR TEMPORARY STRANDS (TYP.) 2 ~ #5 - TOP AND BOTTOM OF STUDS PT ANCHOR PLATE TO BE INSTALLED PERPENDICULAR TO TOP OF GIRDER
[" OR 0.6"] STRAND CHUCK. TACK WELD TO ANCHOR PRIOR TO INSTALLING ON STRAND. THREAD STRAND THROUGH ANCHOR . ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END AHEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
1 x 3 (TYP.) 2" x 1" STEEL STRAND ANCHOR. ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END HEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
SYMM. ABT. GIRDER 1'-9" GIRDER END 1'-9" GIRDER END 2" X 2" X 2" RECESS FOR STRAND DETENSIONING (TYP.) #1 #3 #5 3" 3" 6" #6 #4 #2
2"
ALTERNATE #1
ALTERNATE #2
[" OR 0.6"] STRAND IN PLASTIC SLEEVE (TYP.)
SECTION
JOB NO.
5.6-A3-10
M:\STANDARDS\Girders\W\W74G\W74G3.man
SR
5.6-A4-1
GIRDER SCHEDULE
NUMBER OF STRAIGHT STRANDS NUMBER OF HARPED STRANDS "A" DIMENSION AT BEARINGS (IN) NUMBER OF TEMP. STRANDS GIRDER SERIES DECK SCREED CAMBER C (IN) END 2 TYPE END 1 TYPE
L
(FTIN)
(FULL OR PARTIAL)
Ld (FTIN)
LL (FTIN)
P1 (FTIN)
P2 (FTIN)
E
(IN)
F
(IN)
Fo
(IN)
GIRDER
SPAN
PLAN LENGTH
REINFORCEMENT DETAILS
WF Girder Schedule
END 1
END 2
V1
V2
(IN)
V3
V4
(IN)
V5
V6
(IN)
H1
(FTIN)
? TO ?
? TO ?
GIRDER NOTES
NOTES TO DESIGNER: 1. WF GIRDER DETAIL SHEETS 1 TO 3 ARE INTENDED TO BE USED AS IS WITHOUT NEED FOR MODIFICATION FOR MOST PROJECTS. PROJECT SPECIFIC GIRDER DETAILS ARE THEN LIMITED TO THE GIRDER SCHEDULE. WF GIRDER DETAIL SHEET 3 MAY BE OMITTED IF TEMPORARY TOP STRANDS ARE NOT USED. 2. V1 SPA. @ V2 IS INTENDED TO BE THE SPLITTING RESISTANCE ZONE DEFINED BY BDM 5.6.2.F. 3. V3 SPA. @ V4 IS INTENDED TO BE THE CONFINEMENT REINFORCEMENT ZONE DEFINED BY BDM 5.6.2.G. 4. G1 AND G2 STIRRUP HEIGHT "H1" IS GENERALLY "H" + 3" + "A" DIMENSION. HOWEVER, DESIGNERS SHALL CHECK "H1" FOR THE EFFECT OF VERTICAL CURVE AND INCREASE AS NECESSARY. 1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. 2. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE 0.6" AASHTO M203 GRADE 270 LOW RELAXATION STRANDS, JACKED TO 202.5 KSI. 3. FOR END TYPES A, C AND D CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 602.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION. 8. TEMPORARY TOP STRANDS SHALL BE EITHER PRETENSIONED OR POSTTENSIONED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS AND THE GIRDER DETAILS SHEETS. THE LIFTING LOCATION L AND CONCRETE RELEASE STRENGTH FCI SHOWN IN THE GIRDER SCHEDULE ASSUME THAT THE TEMPORARY TOP STRANDS ARE PRETENSIONED. ALTERNATIVELY, POSTTENSIONED TEMPORARY TOP STRANDS MAY BE USED IF THE LIFTING POINTS IN THE GIRDER SCHEDULE ARE MAINTAINED AND THE STRANDS ARE STRESSED PRIOR TO LIFTING THE GIRDER FROM THE FORM. 9. FOR DIAPHRAGMS, OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" MEADOWBURKE MX3 HITENSILE, 1 x 5 WILLIAMS F22 OPEN FERRULE INSERT, 1 x 4 DAYTONSUPERIOR F62 FLARED THIN SLAB FERRULE INSERT OR APPROVED EQUAL. 10. DEFORMED WELDED WIRE REINFORCEMENT CONFORMING TO SECTION 907.7 WITH DEFORMED WIRE CONFORMING TO SECTION 907.8 MAY BE SUBSTITUTED FOR MILD STEEL REINFORCEMENT IF AASHTO LRFD BRIDGE DESIGN SPECIFICATION REQUIREMENTS (INCLUDING DEVELOPMENT AND ANCHORAGE) ARE MET. WELDED WIRE REINFORCEMENT SHALL HAVE THE SAME AREA AND SPACING AS THE MILD STEEL REINFORCEMENT THAT IT REPLACES AND THE YIELD STRENGTH SHALL BE GREATER THAN OR EQUAL TO 60 KSI. SHEAR STIRRUP LONGITUDINAL WIRES AND TACK WELDS SHALL BE EXCLUDED FROM GIRDER WEBS. LONGITUDINAL WIRES FOR ANCHORAGE OF WELDED WIRE REINFORCEMENT SHALL HAVE AN AREA OF 40% OR MORE OF THE AREA OF THE WIRE BEING ANCHORED BUT SHALL NOT BE LESS THAN D4.
5. DIMENSIONS IN THE GIRDER SCHEDULE SHALL BE SHOWN TO THE NEAREST TH INCH. 6. THE NUMBER OF HARPED STRANDS SHOULD NOT EXCEED HALF THE NUMBER OF STRAIGHT STRANDS UNLESS THE STRAIGHT STRAND PATTERN IS FULL.
5.6A41
5.6-A4-2
10"
3"
**
3"
10"
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
Fo
PICKUP FORCE
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. 6" 6"
DIAPHRAGM Ld
C.G. TOTAL STRAIGHT STRANDS 0.4 GIRDER LENGTH 1'0" (TYP.) HARPING POINT
8"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
BRG.
END TYPE A
END TYPE B
GIRDER ELEVATION
1'2"
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9. END TYPE A GIRDER
G5 #7 2 EUAL SPACES. EMBED 5'0" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE B.
1'1"
B FORM HANGERS C D
G1 #5, G3 #5 & 2 G7 #3 SPA. @ 1'6" MAX. GIRDER 2"+B1 G4 #5 (TYP.) G5 #7 (TYP.) 6"+B1 6" 9" 9" 2'0" 4'1"
V5 SPA. @ V6
1" CLR. X
6" MIN.
1" CLR. (TYP.)
3"
4"
SAWTEETH 2 G8 #6
Z
3'0"
3" 3"
5"
1'0"+B2
HARPED STRANDS EXTEND STRAIGHT STRANDS IDENTIFIED IN GIRDER SCHEDULE G6 W12 TIES STAGGER SPACING ON ALTERNATE STIRRUPS AS SHOWN.
R=3" Y
H1
1'8"
10"
3'0"
VIEW
SAWTEETH SHOWN BY HATCHED AREA STRANDS NOT SHOWN
SECTION
STRANDS NOT SHOWN
C
G1 G2 G11
G7 2'0"
3"
R=2"
G10
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF36G.MAN
3"
1"
G9
6"
3"
3"
G3 #5
G2
#5
5.6A42
5.6-A4-3
MAX. SLOPE ** 1
3"
C.G. TOTAL STRAIGHT STRANDS 0.4 GIRDER LENGTH 1'0" (TYP.) HARPING POINT
BRG.
END TYPE A
END TYPE B
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9.
GIRDER ELEVATION
1'6"
1'1"
8"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
3"
10"
Fo
10"
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
PICKUP FORCE
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. 6" 6"
DIAPHRAGM Ld
G7 #3 V6
2 G1 #5, G3 V5 SPA. @ V6
V3 SPA. @ V4
1" CLR. X
2"+B1
9"
9"
3" 3"
6" MIN.
G3 #5 G4 #5 (TYP.)
3'6"
SAWTEETH 2 G8 #6
G5
3"
4"
3"
5"
1'0"+B2
R=3"
H1
1'8"
10"
3'0"
VIEW
SAWTEETH SHOWN BY HATCHED AREA. STRANDS NOT SHOWN.
SECTION
STRANDS NOT SHOWN.
G7 2'0"
3"
G1 G2
G11
R=2"
G10
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF42G.MAN
3"
3'2"
1"
G9
6"
3"
G1 #5 1'4" G7 #3 (TYP.)
B2 = 3" ( G5
HARPED STRANDS
5.6A43
5.6-A4-4
PICKUP FORCE
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5. C.G. TOTAL HARPED STRANDS
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT
3"
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
DIAPHRAGM Ld 6"
10" 3"
10"
Fo
6"
MAX. SLOPE ** 1
C.G. TOTAL STRAIGHT STRANDS 0.4 GIRDER LENGTH 1'0" (TYP.) HARPING POINT HARPED STRANDS BUNDLED BETWEEN HARPING POINTS
8"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
BRG.
END TYPE A
END TYPE B
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9.
1'2"
GIRDER ELEVATION
1'9"
1'1"
G7 #3 V6
2 G1 #5, G3 V5 SPA. @ V6
END TYPE A B C D
V3 SPA. @ V4
B
X
3"
1" CLR.
C
2"+B1 9" 9"
3"
G3 #5
3"
SAWTEETH
G8 #6 HARPED STRANDS
4'2"
G2 #5
3"
G4 #5 (TYP.)
5"
1'0"+B2
R=3" Y
3'2"
1"
G9
3"
SECTION
STRANDS NOT SHOWN
H1
1'8"
10"
3'0"
G7 2'0"
3"
G1 G2
G11
R=2"
G10
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF50G.MAN
6"
3" G7 #3 (TYP.) BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) 3" 1'6"
5.6A44
5.6-A4-5
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
Fo
PICKUP FORCE C.G. TOTAL TEMPORARY STRANDS C.G. TOTAL HARPED STRANDS
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT
3"
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. DIAPH. Ld 6" 6"
10"
10"
1 C.G. TOTAL STRAIGHT STRANDS 0.4 GIRDER LENGTH 1'0" (TYP.) BRG. HARPED STRANDS SPLAYED HARPING POINT HARPED STRANDS BUNDLED BTWN. HARPING POINTS
1'1"
8"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS. 1'2"
END TYPE A
END TYPE B
GIRDER ELEVATION
2'3"
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9. END TYPE A 6" MIN.
1" CLR. (TYP.)
3"
MAX. SLOPE **
2 G2 #5, G3 #5 & 2 G7 #3
G5 #7 5 EQUAL SPACES. EMBED 7'9" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B".
G7 #3 GIRDER 2'0"
V3 SPA. @ V4
GIRDER
1" CLR. X
C
2"+B1 9" 9" G3 #5
B C D
3"
3"
4'10"
4"
3"
5"
1'0"+B2
R=3" Y
G8 #6 EMBED 6'0" INTO GIRDER. OMIT FOR END TYPE "B". EXTEND STRAIGHT STRANDS IDENTIFIED IN GIRDER SCHEDULE G6 W12 TIES STAGGER SPACING ON ALTERNATE STIRRUPS AS SHOWN.
1"
3'2"
H1
G9
3"
VIEW
STRANDS NOT SHOWN
SECTION
STRANDS NOT SHOWN
1'8"
10"
3'0"
G7 2'0"
3"
G1 G2
G11
R=2"
G10
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF58G.MAN
6"
3"
1'4" 3"
6"
2 G8 #6
6"+B1
6"
G7 #3 (TYP.)
5.6A45
5.6-A4-6
PICKUP FORCE
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MAX. SLOPE ** 6"
DIAPH. Ld
10"
Fo
6"
3"
BRG.
3"
10"
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
END TYPE A
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS. 2'4" 1'2"
GIRDER ELEVATION
END TYPE B
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9. 2 G2 #5, G3 #5 & 2 MEASURED V1 SPA. ALONG GIRDER @ V2
G5 #7 6 EQUAL SPACES. EMBED 9'0" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE B.
1'1"
8"
G7 #3 V6
2 G1 #5, G3 V5 SPA. @ V6
#5 & 2 G7 #3 SPA. @ 1'6" MAX. GIRDER 2"+B1 9" 9" 2'0" 4'1" GIRDER 6" MIN.
1" CLR. (TYP.)
V3 SPA. @ V4
B
X
1" CLR.
3"
3"
3"
G2 #5
3"
G3 #5
3"
FORM HANGERS G1 #5
5'6"
4"
3"
5"
1'0"+B2
R=3"
H1
VIEW
STRANDS NOT SHOWN
SECTION
STRANDS NOT SHOWN
1'8"
10"
3'0"
G7 2'0"
3"
G1 G2
G11
R=2"
G10
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF66G.MAN
3"
G8 #6 EMBED 6'0" INTO GIRDER. OMIT FOR END TYPE B. 1" CHAMFER (TYP.)
1"
3'2"
G9
6"
1'4" 3"
6"
2 G8 #6
G7 #3 (TYP.)
5.6A46
5.6-A4-7
PICKUP FORCE
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT C.G. TOTAL HARPED STRANDS
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. 6"
DIAPH. Ld
10"
Fo
6"
3"
BRG.
END TYPE A
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS. 2'8" 1'2"
GIRDER ELEVATION
END TYPE B
1'1"
10"
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
2 G1 V6
4'1" GIRDER
V3 SPA. @ V4
V5 SPA. @ V6
1" CLR. X
C
2"+B1 9" 9"
GIRDER
2'0"
A B C D
3"
3"
3"
G3 #5
3"
G2
#5
3"
FORM HANGERS G1 #5
SAWTEETH
6'2"
3"
5"
2 G8 #6
Z
G7 #3 (TYP.)
4"
1"
G9
3"
1'0"+B2
R=3" Y
10"
3'2"
H1
1'8" G7 2'0"
VIEW
STRANDS NOT SHOWN
3'0"
SECTION
STRANDS NOT SHOWN
C
G1 G2 G11
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF74G.MAN
3"
R=2"
G10
6"
B2 = 3" ( G5
1'4" 3"
6" BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) 3" 1'6"
5.6A47
5.6-A4-8
PICKUP FORCE
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
10"
MAX. SLOPE **
3"
BRG.
3"
10"
Fo
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. TYPICAL AT DIAPHRAGM LOCATIONS. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
8"
MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT HARPING POINT HARPED STRANDS BUNDLED BETWEEN HARPING POINTS
END TYPE A
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
END TYPE B
2'1" 1'2"
PARTIAL DEPTH FULL DEPTH INT. DIAPHRAGM INT. DIAPHRAGM
GIRDER ELEVATION
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9. GIRDER 4'1" 2'0" 6" MIN.
1" CLR. (TYP.)
G2 #5, G3
#5 & 2 G7 #3 V6
V3 SPA. @ V4
V5 SPA. @ V6
1'1"
B
G5 #7 7 EQUAL SPACES. EMBED 11'0" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B". 3"
1" CLR. X
C
2"+B1 9" 9"
GIRDER
3"
G3 #5
3"
3"
3"
G2
#5
FORM HANGERS
SAWTEETH
5"
2
Z
4"
3"
1'0"+B2
10"
6"+ B1
6"
G7 #3 (TYP.)
3" G7 #3 (TYP.)
3"
1'6" G9
R=3" Y
3'2"
VIEW
STRANDS NOT SHOWN
SECTION
STRANDS NOT SHOWN
3'0"
G1 G2
G11
G10
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
M:Sdd I PoeGdeWFWF83G.MAN
5.6A48
5.6-A4-9
10"
10"
Fo
C.G. TOTAL PICKUP TEMPORARY STRANDS FORCE STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. TYPICAL AT DIAPHRAGM LOCATIONS. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
3"
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. 3'1" 1'2"
END TYPE A
END TYPE B
GIRDER ELEVATION
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND 2 G2 #5, G3 #5 & 2 G7 #3 MEASURED V1 SPA. ALONG GIRDER @ V2 V3 SPA. @ V4 V6 2 G1 #5, G3 #5 & 2 G7 #3 SPA. @ 1'6" MAX. 2'0" G3 #5
3"
V5 SPA. @ V6
1" CLR. X
C
2"+B1 9" 9"
1'1"
GIRDER
G5 #7 8 EQUAL SPACES. EMBED 12'3" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B". 3"
3"
G2 #5
3"
3"
5"
1"
G7 #3 (TYP.)
4"
2 G8 #6
Z
1'0"+B2
R=3" Y
10"
G9
3"
3'2"
H1
VIEW
STRANDS NOT SHOWN
SECTION
STRANDS NOT SHOWN
C
G1 G2 G11
1'8" G7 2'0"
3'0"
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
3"
R=2"
G10
6"
#5
ENDS AHEAD ON STATION G5 BARS LEFT OF G4 , G8 ) G5 ) B1 = 0" ( B2 = 0" ( 1'4" 3" 6" G7 #3 (TYP.)
G6 W12 (TYP.)
B2 = 3" ( G5
6"+B1
6"
5.6A49
5.6-A4-10
C.G. TOTAL PICKUP TEMPORARY STRANDS FORCE STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
Fo
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
10"
6"
3"
MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
10"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. TYPICAL AT DIAPHRAGM LOCATIONS. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
DIAPH. Ld 6"
8"
END TYPE A
END TYPE B
1'2" SEE GIRDER NOTE 9.
PARTIAL DEPTH FULL DEPTH INT. DIAPHRAGM INT. DIAPHRAGM
GIRDER ELEVATION
2 G2 #5, G3 #5 & 2 G7 #3 MEASURED V1 SPA. ALONG GIRDER @ V2 V3 SPA. @ V4 V6 2 G1 #5, G3 #5 & 2 V5 SPA. @ V6 G7 #3
2'8"
1" CLR. X
C
2"+B1 9" 9"
1'1"
3"
G3 #5
G5 #7 9 EQUAL SPACES. EMBED 12'9" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B". 3"
G4 #5 (TYP.)
G2 #5
3"
3"
FORM HANGERS
5"
G7 #3 (TYP.)
4"
6"+B1
6"
3"
G7 #3 (TYP.) 8"
H1
1"
2 G8 #6
G9
3"
1'0"+B2
R=3" Y
10"
1'8" G7 2'0"
3'2"
3'0"
VIEW
STRANDS NOT SHOWN
SECTION
STRANDS NOT SHOWN
G1 G2
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
3"
G11
R=2"
G10
6"
G5
#7 (TYP.)
G1 #5
G5
BARS LEFT OF
B1 = 0" ( G4 , G8 ) B2 = 0" ( G5 )
G6 W12 (TYP.)
1'4" 3"
6"
5.6A410
5.6-A4-11
GIRDER
90
1"
WF Girder Details 2 of 3
P2
G2 , G3 AND G7 BARS
END 1
END 2
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH USE SAWTOOTH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND AS WELL AS TOP FLANGE ADJACENT TO HARPED STRANDS.
TOP OF GIRDER
2"
BEARING RECESS
1"
V3 SPA. @ V4 SPLAY
Fo
3 4 5 6 7 8 9 10
2" (TYP.)
11
C.G. TOTAL HARPED STRANDS ODD STRAND (MAY BE ADJUSTED TO EITHER SIDE OF WEB)
PLAN
BEARING RECESS
GIRDER
42 34 36 38 40
2 30 24 32 26 22 28 8 6 20 14 18 12 16 10 4
2"
4"
2"
STRAND CHUCK TACK WELDED TO ASTM A36 x 4 x 04 WITH " HOLE PRIOR TO INSTALLING ON STRAND OR 2" x 1" STEEL STRAND ANCHOR (TYP.)
"
46 44
GIR.
GIRDER SLOPE
2"
ELEVATION
WF GIRDER DETAILS 2 OF 3
Wed Jul 20 10:42:11 2011
GIRDER
90
5.6A411
5.6-A4-12
A
100" BOND TEMPORARY STRANDS SLEEVE TEMPORARY STRANDS 2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.) 30" 30"
7 1
SYMM. ABT. GIRDER 100" BOND TEMPORARY STRANDS 6" 4" 4" 4" NORMAL TO GIRDER
2" TEMPORARY STRANDS
GIRDER
2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.) TEMPORARY STRANDS 5 THROUGH 8 TEMPORARY STRANDS 1 THROUGH 4
SECTION
NOTES:
1.
WF Girder Details 3 of 3
TEMPORARY STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC. STRANDS 7 AND 8 ARE NOT AVAILABLE FOR POSTTENSIONED ALTERNATE.
2.
A
SLEEVE TEMPORARY STRANDS 2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.) 30" 30"
GIRDER
GIRDER
SEE DETAIL
DEAD END
LIVE END TEMPORARY STRANDS 5 SEE DETAIL B AND 6 TEMPORARY STRANDS 1 THROUGH 4
TEMPORARY STRAND IN PLASTIC SLEEVE AT LIVE END AND BONDED AT DEAD END. (TYP.)
DETAIL
LIVE END SHOWN DEAD END SIMILAR.
TEMPORARY STRAND IN PLASTIC SLEEVE AT LIVE END AND BONDED AT DEAD END. (TYP.)
VIEW
TEMPORARY STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC. M:Sdd I PeGdeWFDETAILS 3 OF 3.MAN
WF GIRDER DETAILS 3 OF 3
Wed Jul 20 10:42:11 2011
TEMPORARY STRANDS
5.6A412
5.6-A4-13
B
ANCHOR PLATE 100" (TYP.) 16" 16"
END OF PRECAST GIRDER PRESTRESSING STRANDS 2" MIN. SPA. (TYP. ~ NOT TENSIONED)
8" HOLE
GIR. GIR. 2"
R=" (TYP.) " x 14" ASTM A36 ANCHOR PLATE 2" x 1" STEEL STRAND ANCHOR. ANCHOR STRAND WITH TWO PIECE WEDGES AFTER GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE (TYP.) 2" 2"
6"
4"
GIRDER
C.G. OF HIGHER ADDITIONAL STRAND GROUP * C.G. OF LOWER ADDITIONAL STRAND GROUP
VIEW
5.6A413
5.6-A4-14
3"
NOTE TO DETAILER:
Revise Details to show correct girder shape and girder spacing. BACK OF PAVEMENT SEAT 10"
BEARING
NOTE TO DESIGNER:
= 2'2" + W + OPEN JOINT ** #6
A
PARALLEL
2 #6 (3'0" SPLICE WHEN REQUIRED) STEEL TROWELED FINISH 3 #4 BRIDGE APPROACH SLAB ANCHOR SEE BRIDGE APPROACH SLAB SHEETS #4 TIE CONSTRUCTION JT. WITH ROUGHENED SURFACE #4 (TYP.)
1'1"
3" FILLET
B C
2 #6 (2'2" SPLICE WHEN REQUIRED) & #4
BEARING PAD
PIER WALL
10" + W
2" BOND WITH ADHESIVE 6" EACH SIDE DIAPHRAGM " THICK BUTYL RUBBER SHEETING WALL DIAPHRAGM
OPEN JOINT**
OPEN JOINT **
SECTION
SEE GIRDER SHEETS FOR DIMENSION "A". ALL LONGITUDINAL DIMENSIONS ARE NORMAL TO PIER WALL. + GRADE SHOWN, GRADE SIMILAR.
PIER WALL 3'0" WIDE " THICK BUTYL RUBBER SHEETING 9" UNDER DIAPHRAGM
NOTES:
1. GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE.
NOTE TO DESIGNER:
Insert correct dimension value
SECTION
SECTION
2.
3. EXTENDED STRANDS AND GIRDER REINFORCING NOT SHOWN FOR CLARITY. M:Standards In ProgressGirdersWFEND DIAPHRAGM.MAN
5.6A414
5.6-A4-15
GIRDER #4 STIRRUPS 2 SPA. @ 3" 1" MIN. 3" MAX. 1'6" MIN. SPA. @ 1'0" MAX. 1" MIN. 3" MAX.
GIRDER
NOTE TO DETAILER:
Revise Details to show correct girder shape and girder spacing. #6 (TYP.) SEE EXPANSION JOINT DETAILS BR. SHT. "A" DIM. AT GIRDER AND BEARING TOP OF GIRDER
DIAPHRAGM BRG. BEND IN FIELD 135 (TYP.) TOP OF BRIDGE DECK SLAB REINFORCEMENT
GRADE
2 #4 BETWEEN GIRDERS #7 FULL WIDTH (3'7" MIN. SPLICE BETWEEN GIRDERS WHEN REQUIRED)
#4 STIRRUP 2 #7 9"
NOTE TO DESIGNER:
Insert appropriate dimension value for "D"
#4 TIE (TYP.)
1'0"
6"
2 #7 FULL WIDTH (2'7" MIN. SPLICE ADJACENT TO GIRDERS WHEN REQUIRED) NOTE TO DESIGNER: ADJUST GIRDER STOP HEIGHT TO PROVIDE 2" MIN. GAP TO BOTTOM OF DIAPHRAGM.
SECTION
LONGITUDINAL DIMENSIONS ARE NORMAL TO DIAPHRAGM. GIRDER STOP NOT SHOWN FOR CLARITY. + GRADE SHOWN GRADE SIMILAR.
NOTES:
1. GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. IT MAY BE NECESSARY TO THREAD #7 REINFORCING BARS THROUGH HOLES IN GIRDERS PRIOR TO PLACING EXTERIOR GIRDERS. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE. FOR CONCRETE PLACEMENT PROCEDURE SEE CONSTRUCTION SEQUENCE SHEETS. 1" MIN. 6" MAX. THREAD
FACE OF WEB
2.
3.
1'6"
4.
ANCHOR DETAIL
ASTM A307
D + "A" AT GIRDER
GIRDER WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G
6" MIN.
2" FILLET BETWEEN GIRDERS CONSTRUCTION JOINT W/ ROUGHENED SURFACE #7 #4 BETWEEN GIRDERS (TYP.)
9"
5.6A415
5.6-A4-16
EX GIR TERI DE OR R
INTERIOR GIRDER
EXTERIOR GIRDER
PIER
SEE DETAIL
H1
#5 STIRR. H2 #4
TOP OF GIRDER
CONCRETE CLASS 4000D 10"
2'6" MIN.
PIER
#5 H7 #5 #5 (TYP.) H4 #6 H3 #5
SUPERSTRUCTURE
#6 @ 10" MAX.
SECTION
A
GIRDER H1 #5 STIRR. AND 2 2 H2 #4 AND 2 H4 #6 BETWEEN GIRDERS (TYP.)
B
H3 #5
2.
3.
EXTENDED STRANDS AND GIRDER REINFORCING NOT SHOWN FOR CLARITY. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW. FOR CONCRETE PLACEMENT PROCEDURE SEE "SUPERSTRUCTURE CONSTRUCTION SEQUENCE" SHEET.
SUBSTRUCTURE
GIRDER
4. 5.
9" MIN.
1'0"
CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE.
H2 #4 & 2
SKEWED
NO SKEW
1.
H4
NOTES:
H6 #4 TIES ? #? (TYP.)
H7 #5 (TYP.) FIELD CUT AS REQUIRED GIRDER WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G B3 3" 3" 3" 3" 4" 4" 4" 4" 5" B4 3" 3" 3" 3" 3" 4" 4" 5" 5"
#5
12 1
SECTION
CONSTRUCTION JOINT WITH ROUGHENED SURFACE OR SHEAR KEY
A
TOP OF RDWY. SLAB
NOTE TO DESIGNER
Replace B3 and B4 with appropriate values. FACE OF DIAPHRAGM OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF BOTTOM FLANGE, TO REMAIN IN PLACE. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
6"
NOTE TO DESIGNER
The actual bar size and spacing shall be determined by the designer.
H5
3" MIN.
ELEVATION
FACE OF CROSSBEAM
FACE OF DIAPHRAGM
NOTE TO DETAILER:
Revise Details to show correct girder height.
DETAIL
5.6A416
5.6-A4-17
EX GI TE R RD I O ER R
INTERIOR GIRDER
H1 #5 STIRR. H2 #4
EXTERIOR GIRDER
PIER
SEE DETAIL
2'6" MIN.
H7 #4 H3 #4 (TYP.)
SUPERSTRUCTURE
PIER
9" MIN.
H1
#4 @ 10" MAX.
#5 STIRR.
NOTES: SKEWED
H6 #4 TIE (TYP.)
SECTION
A
GIRDER
B
H1 #5 STIRR.
NO SKEW
1.
GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE. EXTENDED STRANDS AND GIRDER REINFORCING NOT SHOWN FOR CLARITY. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW.
2.
2 H2
3. GIRDER 4. 5.
2 H2
#4 (TYP.) H7 #4 (TYP.)
SUBSTRUCTURE
9" MIN.
1'0"
H8
#4 TIE
? #? (TYP.)
GIRDER WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G
4 H3 #4
12
NOTE TO DESIGNER
Replace B3 and B4 with appropriate values. FACE OF DIAPHRAGM END OF P.C. GIRDER OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF BOTTOM FLANGE. REMOVE AFTER PLACING TRAFFIC BARRIER. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
SECTION
CONSTRUCTION JOINT WITH ROUGHENED SURFACE OR SHEAR KEY
A
TOP OF RDWY. SLAB
6"
NOTES TO DESIGNER
1. Flush Diaphragms are preferred. 2. The actual bar size and spacing shall be determined by the designer.
ELEVATION
3" MIN.
FACE OF CROSSBEAM
FACE OF DIAPHRAGM
3" MIN.
NOTE TO DETAILER:
Revise Details to show correct girder height.
DETAIL
DIAPHRAGM REINFORCING NOT SHOWN FOR CLARITY
5.6A417
5.6-A4-18
HINGE
NOTE TO DETAILER:
EX GI T ER RD IO ER R
INTERIOR GIRDER
ROADWAY SLAB REINF. (TYP.) TOP OF P.C. GIRDER 45 FILLET (TYP.) CONSTRUCTION JOINT WITH ROUGHENED SURFACE
2 H4 #5 @ 1'0" MAX.
H7
#4
H3 #4 (TYP.)
3"
H1
#5 STIRRUP
SKEWED
NO SKEW
GIRDER WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G
SECTION
NOTE TO DESIGNER
The actual bar size and spacing shall be determined by the designer.
A
GIRDER
H1 #5 STIRR. GIRDER
DB
NOTE TO DESIGNER
Replace DB with appropriate value.
HINGE
4" AT GIRDER
B4 MIN.
6"
B3 MIN.
1" x 7" CONTINUOUS SHEAR KEY TRAFFIC BARRIER " PREMOLDED JOINT FILLER (TYP.)
OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF BOTTOM FLANGE. REMOVE AFTER PLACING TRAFFIC BARRIER. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
2 H4 #5 (TYP.) 4 H3 #4
B
12
SECTION
H7 #4 (TYP.)
6 SPAC ES @ 6"
GIRDER WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G
NOTES:
1. 2. GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE. EXTENDED STRANDS AND GIRDER REINFORCING NOT SHOWN FOR CLARITY. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW. FOR CONCRETE PLACEMENT PROCEDURE SEE "SUPERSTRUCTURE CONSTRUCTION SEQUENCE" SHEET.
PIER
12 1
CROSSBEAM
NOTE TO DESIGNER
Replace B3 and B4 with appropriate values.
ELEVATION
PIER
3. 4. 5.
5.6A418
5.6-A4-19
DIAPHRAGM, NORMAL TO GRADE GIRDER #4 STIRRUPS (TYP.) 2 SPA. @ 3" 1" MIN. 3" MAX. 1'6" MIN. SPA. @ 1'0" MAX. 1" MIN. 3" MAX. GIRDER 2 #6 (3'0" MIN. SPLICE WHEN REQUIRED)
NOTE TO DETAILER:
Revise Details to show correct girder height. #6 BEND IN FIELD 135 (TYP.)
#7 FULL WIDTH (3'7" MIN. SPLICE BETWEEN GIRDERS WHEN REQUIRED) 2 #4 BETWEEN GIRDERS
TOP OF GIRDER
VARIES
3" FILLET BETWEEN GIRDERS CONSTRUCTION JOINT WITH ROUGHENED SURFACE #7 #4 BETWEEN GIRDERS (TYP.) A 2 #4 STIRR. #7
D + "A" AT GIRDER
#4 TIE (TYP.)
1'0"
6"
NOTE TO DESIGNER:
Insert appropriate dimension value for "D"
3"
GIRDER WF36G WF42G WF50G WF58G WF66G WF74G WF83G WF95G WF100G
9"
5" A #4
8"
SECTION
SEE "GIRDER DETAILS" SHEET FOR DIMENSION "A".
NOTES:
1. GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. 2. IT MAY BE NECESSARY TO THREAD #7 REINFORCING BARS THROUGH HOLES IN GIRDERS PRIOR TO PLACING EXTERIOR GIRDERS.
1'6"
NOTE TO DESIGNER:
Full depth intermediate diaphragms are required for: I5 ridges Other ridges crossing over roads of ADT50,000
3. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE. 4. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW. 5. FOR CONCRETE PLACEMENT PROCEDURE SEE "SUPERSTRUCTURE CONSTRUCTION SEQUENCE" SHEET.
ANCHOR DETAIL
ASTM A307
5.6A419
5.6-A4-20
DIAPHRAGM, NORMAL TO GRADE GIRDER #4 STIRRUPS 2 SPA. @ 3" 1" MIN. 3" MAX. 1'6" MIN. SPA. @ 1'0" MAX. 1" MIN. 3" MAX. GIRDER 2 #6 (3'0" MIN. SPLICE WHEN REQUIRED)
NOTE TO DETAILER:
Revise Details to show correct girder height. #6 BEND IN FIELD 135 (TYP.)
#7 FULL WIDTH (3'7" MIN. SPLICE BETWEEN GIRDERS WHEN REQUIRED) 2 #4 BETWEEN GIRDERS
TOP OF GIRDER
VARIES
9"
D GIRDER WF36G 2'0" WF42G 2'6" WF50G 3'2" WF58G 3'10" WF66G 4'6" WF74G 5'2" WF83G 5'11" WF95G 6'11" WF100G 7'4"
#7
#4 STIRR. 2 #7
NOTE TO DESIGNER:
#4 TIE (TYP.) SEE FRAMING PLAN
3"
5"
1'0"
6"
8"
SECTION
SEE "GIRDER DETAILS" SHEET FOR DIMENSION "A".
NOTES:
1'6"
NOTE TO DESIGNER:
Full depth intermediate diaphragms are required for: I5 ridges Other ridges crossing over roads of ADT50,000
1.
GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. IT MAY BE NECESSARY TO THREAD #7 REINFORCING BARS THROUGH HOLES IN GIRDERS PRIOR TO PLACING EXTERIOR GIRDERS. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM. SEE TEMPORARY STRAND CUTTING SEQUENCE. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW. FOR CONCRETE PLACEMENT PROCEDURE SEE "SUPERSTRUCTURE CONSTRUCTION SEQUENCE" SHEET.
ANCHOR DETAIL
ASTM A307
2.
3.
4. 5.
D + "A" AT GIRDER
5.6A420
5.6-A4-21
GIRDER
G R IN AR PIE BE N G O AL
GIRDER
ING E R A R PI B E NG O AL
SKEW ANGLE
" FOR HEIGHT 5" " FOR HEIGHT > 5" " OUTER LAYER (TYP.)
SKEW ANGLE
A B
1" MIN. 1" MAX. (TYP.) ELASTOMERIC STOP PAD (TYP.) " CHAMFER (TYP.) 90 " INNER LAYER (TYP.)
SECTION
GIRDER " GAP BETWEEN ELASTOMERIC STOP PAD AND GIRDER (TYP.)
GIRDER
" RECESS
3" MIN.
GIRDER STOP
LEVEL
" RECESS
1" AT BEARING
SECTION
A NOTES:
1. GIRDER STOPS SHALL BE CONSTRUCTED AFTER GIRDER PLACEMENT.
2. THE ELASTOMERIC STOP PADS SHALL BE CEMENTED TO GIRDER STOPS WITH APPROVED ADHESIVE.
5.6A421
5.6-A5-1
" x 3" x 7" SHEAR KEY (OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS) 2 UNIT HOLD DOWN. 6" MIN., 1'-6" MAX.
DIAPH. Ld 6" APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD
3"
NOTES:
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE.
6"
9"
2. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE [" OR 0.6"] LOW RELAXATION STRANDS (AASHTO M203 GRADE 270.) 3. FOR END TYPES A, C AND D CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 6-02.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION.
Fo
HARPING POINT
BRG.
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS *
** MAXIMUM SLOPE FOR STRANDS 6 : 1 FOR EACH " STRAND OR 8 : 1 FOR EACH 0.6" STRAND
END TYPE A
GIRDER ELEVATION
* OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" BURKE HI-TENSILE, LANCASTER MALLEABLE, DAYTON-SUPERIOR F-62 FLARED THIN SLAB (1" x 4") FERRULE OR APPROVED EQUAL. (TYP.)
END TYPE B
G5 #7 - 2 EQUAL SPACES. EMBED 7'-9" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B"
2 G2 #5 , G3 #5 & 2 G7 #3 MEASURED ALONG GIRDER 4 SPA. @ 3" = 1'-2" 12 SPA. @ 6" = 6'-0" 9"
2 G1 #5 , G3 #5 & 2 G7 #3 4'-1" 7 SPA. @ 9" = 5'-3" 10 SPA. @ 1'-3" = 12'-6" SPA. @ 1'-6" GIRDER 4" 6 G4 #5 WITH 2'-0" MIN. SPLICE 3" 2"+B1 1'-3" 6" G2 #5 G3 #5
3"
1'-3"
B
3" X EXTEND G4 #5 SAWTEETH
9"+B2 3"
8. TEMPORARY STRANDS SHALL BE EITHER PRETENSIONED OR POST-TENSIONED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. IF PRETENSIONED, THESE TEMPORARY STRANDS SHALL BE UNBONDED OVER ALL BUT THE END 10'-0" OF THE GIRDER LENGTH. AS AN ALTERNATE, TEMPORARY STRANDS MAY BE POST-TENSIONED ON THE SAME DAY THE PRETENSIONING IS RELEASED INTO THE GIRDER.
G4 #5 (TYP.) TEMPORARY STRANDS (TYP.) G5 #7 (TYP.) G8 #6 EMBED 6'-0" INTO GIRDER. OMIT FOR END TYPE "B" HARPED STRANDS (TYP.) G6 W12 TIES - STAGGER SPACING ON ALTERNATE STIRRUPS AS SHOWN. G6 W12 3"+B1
2'-8" 3"
2" 6"
FORM HANGERS
INTERMEDIATE DIAPHRAGM: 1/3 points of span for span lengths 80'-0" to 120'-0" 1/2 points of span for span lengths less than 40'-0" to 80'-0" No intermediate diaphragm for span lengths 40'-0" or less.
3" 2"
G7 #3 (TYP.)
6"
3" R. 2 G8 #6 Y
EXTEND STRAIGHT STRANDS (3) THROUGH (6) UNLESS NOTED OTHERWISE ON STRAND EXTENSION DETAIL, GIRDER DETAILS 3 OF 3
G7 #3 (TYP.)
2'-1"
VIEW
SAWTEETH SHOWN BY HATCHED AREA.
SECTION
Diaphragm Type End Diaph. on Girder "L" Abutment Hinge Diaph. on Interm. Pier Fixed Diaph. @ Interm. Pier
END TYPE A B C D
2'-10"+ "A"
BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) NOTE: FOR DIMENSION "A", SEE "GIRDER SCHEDULE" 1'-1" FIELD BEND ALT. SIDES
8"
1"
11" G9 1'-11"
G2 6"
STR.
- VARIES FOR SKEWED ENDS. - #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. - PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. - SHALL BE CHECKED FOR EFFECT OF VERTICAL CURVE.
1'-6"
G10
3"
3"
G1
G6 8"
G7
R=2"
3"
5.6-A5-1
5.6-A5-2
" x 3" x 7" SHEAR KEYS (OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS) 2 UNIT HOLD DOWN. 6" MIN., 1'-6" MAX.
DIAPH. Ld 6"
9"
3"
9"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD
3"
NOTES:
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE.
2. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE [" OR 0.6"] LOW RELAXATION STRANDS (AASHTO M203 GRADE 270.) 3. FOR END TYPES A, C AND D CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 6-02.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION.
C.G. TOTAL STRAIGHT STRANDS 0.4 GIRDER LENGTH 1'-0" 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS * HARPED STRANDS BUNDLED BETWEEN HARPING POINTS HARPING POINT
BRG.
END TYPE A
END TYPE B
** MAXIMUM SLOPE FOR STRANDS 6 : 1 FOR EACH " STRAND OR 8 : 1 FOR EACH 0.6" STRAND
1'-3"
GIRDER ELEVATION
* OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" BURKE HI-TENSILE, LANCASTER MALLEABLE, DAYTON-SUPERIOR F-62 FLARED THIN SLAB (1" x 4") FERRULE OR APPROVED EQUAL. (TYP.)
G5 #7 - 2 EQUAL SPACES. EMBED 7'-9" INTO GIRDER. ADJUST LOCATION TO CLEAR HARPED STRANDS. OMIT FOR END TYPE "B"
2 G2 #5 , G3 #5 & 2 G7 #3 MEASURED ALONG GIRDER 4 SPA. @ 3" = 1'-2" 12 SPA. @ 6" = 6'-0" 9"
2 G1 #5 , G3 #5 & 2 G7 #3 4'-1" 7 SPA. @ 9" = 5'-3" 10 SPA. @ 1'-3" = 12'-6" SPA. @ 1'-6" GIRDER 4" 6" G2 #5 1'-3" G3 #5
3"
3" X
3" 2"+B1
8. TEMPORARY STRANDS SHALL BE EITHER PRETENSIONED OR POST-TENSIONED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. IF PRETENSIONED, THESE TEMPORARY STRANDS SHALL BE UNBONDED OVER ALL BUT THE END 10'-0" OF THE GIRDER LENGTH. AS AN ALTERNATE, TEMPORARY STRANDS MAY BE POST-TENSIONED ON THE SAME DAY THE PRETENSIONING IS RELEASED INTO THE GIRDER.
EXTEND G4 #5
3"
G4 #5 (TYP.)
3'-2"
3"
2"
SAWTEETH
9"+B2 Z
TEMPORARY STRANDS (TYP.) G5 #7 (TYP.) G8 #6 EMBED 6'-0" INTO GIRDER. OMIT FOR END TYPE "B"
2"
INTERMEDIATE DIAPHRAGM: 1/3 points of span for span lengths 80'-0" to 120'-0" 1/2 points of span for span lengths less than 40'-0" to 80'-0" No intermediate diaphragm for span lengths 40'-0" or less.
G6 W12 3"+B1
3" R. Y 2 G8 #6
EXTEND STRAIGHT STRANDS (3) THROUGH (6) UNLESS NOTED OTHERWISE ON STRAND EXT. DETAIL, W58G GIRDER DETAILS 2 OF 3
6"
3"
G7 #3 (TYP.)
VIEW
SAWTEETH SHOWN BY HATCHED AREA.
SECTION
END TYPE A B C D
End Diaph. on Girder "L" Abutment Hinge Diaph. on Interm. Pier Fixed Diaph. @ Interm. Pier
3'-4"+ "A"
G5 BARS LEFT OF B1 = 0" ( G4 , G8 ) B2 = 0" ( G5 ) ENDS BACK ON STATION G5 BARS RIGHT OF B1 = 1"( G4 , G8 ) B2 = 3" ( G5 )
1"
MARK G1 G2 G3 G4 G5 G6 G7 G8 G9 G10
GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER
LOCATION STIRRUPS END STIRRUPS TOP FLANGE LONGIT. FULL LENGTH END LONGIT. END TIES BOT. FLANGE TIES END LONGIT. BOT. FLANGE TIES BOT. FLANGE TIES
SIZE 5 5 5 5 7 W12 3 6 3 3
3"
BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) NOTE: FOR DIMENSION "A", SEE "GIRDER SCHEDULE" 1'-1" FIELD BEND ALT. SIDES
8"
11" G9
G1 G2 6"
G6 8"
G7 1'-6"
R=2" 1'-11"
STR.
- VARIES FOR SKEWED ENDS. - #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. - PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. - SHALL BE CHECKED FOR EFFECT OF VERTICAL CURVE.
G10
5.6-A5-2
5.6-A5-3
" x 3" x 7" SHEAR KEYS (OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS) 2 UNIT HOLD DOWN. 6" MIN., 1'-6" MAX.
DIAPH. Ld 6"
9" 3"
9"
6"
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD
NOTES:
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE.
3"
2. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE [" OR 0.6"] LOW RELAXATION STRANDS (AASHTO M203 GRADE 270.) 3. FOR END TYPES A, C AND D CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 6-02.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION. 8. TEMPORARY STRANDS SHALL BE EITHER PRETENSIONED OR POST-TENSIONED IN ACCORDANCE WITH SECTION 6-02.3(25)L OF THE STANDARD SPECIFICATIONS. IF PRETENSIONED, THESE TEMPORARY STRANDS SHALL BE UNBONDED OVER ALL BUT THE END 10'-0" OF THE GIRDER LENGTH. AS AN ALTERNATE, TEMPORARY STRANDS MAY BE POST-TENSIONED ON THE SAME DAY THE PRETENSIONING IS RELEASED INTO THE GIRDER.
BRG.
END TYPE A
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY HARPING POINT TO MISS HARPED STRANDS * HARPED STRANDS BUNDLED BTWN. HARPING POINTS
END TYPE B
** MAXIMUM SLOPE FOR STRANDS 6 : 1 FOR EACH " STRAND OR 8 : 1 FOR EACH 0.6" STRAND
GIRDER ELEVATION
* OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" BURKE HI-TENSILE, LANCASTER MALLEABLE, DAYTON-SUPERIOR F-62 FLARED THIN SLAB (1" x 4") FERRULE OR APPROVED EQUAL. (TYP.) 2 G2 #5 , G3 #5 & 2 G7 #3 2 G1 #5 , G3 #5 & 2 G7 #3 9" 7 SPA. @ 9" = 5'-3" 10 SPA. @ 1'-3" = 12'-6" SPA. @ 1'-6" 4" 3" 2"+B1 1'-3"
1'-3"
X EXTEND G4 #5
3"
2"
FORM HANGERS
INTERMEDIATE DIAPHRAGM: 1/4 POINTS OF SPAN FOR SPAN LENGTHS 120'-0" TO 160'-0". 1/3 POINTS OF SPAN FOR SPAN LENGTHS 80'-0" TO 120'-0". 1/2 POINT OF SPAN FOR SPAN LENGTHS 40'-0" TO 80'-0". 6"
3"
9"+B2
G5 #7 (TYP.)
Z
3"+B1
G7 #3 (TYP.) Diaphragm Type 2'-1" End Diaph. on Girder END TYPE A B C D BEARING RECESS YES YES NO NO
6"
3" R. Y 2 G8 #6
EXTEND STRAIGHT STRANDS (3) THROUGH (6) UNLESS NOTED OTHERWISE ON STRAND EXT. DETAIL, W58G GIRDER DETAILS 2 OF 3
G7 #3 (TYP.)
VIEW
SAWTEETH SHOWN BY HATCHED AREA. MARK G1 G2 G3 G4 G5 G6 G7 G8 G9 G10
B
GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER GIRDER LOCATION STIRRUPS END STIRRUPS TOP FLANGE LONGIT. FULL LENGTH END LONGIT. END TIES BOT. FLANGE TIES END LONGIT. BOT. FLANGE TIES BOT. FLANGE TIES
SECTION
SIZE 5 5 5 5 7 W12 3 6 3 3
C
3"
"L" Abutment Hinge Diaph. on Interm. Pier Fixed Diaph. @ Interm. Pier
5'-4"+ "A"
G5 BARS LEFT OF B1 = 0" ( G4 , G8 ) B2 = 0" ( G5 ) ENDS BACK ON STATION G5 BARS RIGHT OF B1 = 1"( G4 , G8 ) B2 = 3" ( G5 )
1"
BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT) NOTE: FOR DIMENSION "A", SEE "GIRDER SCHEDULE" 1'-1" FIELD BEND ALT. SIDES
8"
11" G9
G1 G2 6"
G6 8"
G7 1'-6"
R=2" 1'-11"
STR.
- VARIES FOR SKEWED ENDS. - #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. - PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. - SHALL BE CHECKED FOR EFFECT OF VERTICAL CURVE.
G10
5.6-A5-3
Thu Sep 02 14:22:54 2010
5.6-A5-4
GIRDER
BEARING RECESS
90
1"
21 7 17 11 15 9
19 23 13
25 1 5
26 2 6
20 24 14
22 16 10 18 12 8 4
Fb 3"
Fo
2"
1 3 5 2" (TYP.) 7 9 11
2 4 6 8 10
3
2"
P2
C.G. TOTAL HARPED STRANDS ODD STRAND (MAY BE ADJUSTED TO EITHER SIDE OF WEB)
2"
4"
2"
1"
END 1
NOTE: LL AND LT ARE SHIPPING SUPPORT LOCATIONS AT LEADING AND TRAILING ENDS, RESPECTIVELY.
END 2
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH - USE SAWTOOTH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND AS WELL AS TOP FLANGE ADJACENT TO HARPED STRANDS AS SHOWN IN VIEW B - GIRDER DETAILS 1 OF 2
GIRDER SCHEDULE
MIN. CONC. COMP. STRENGTH
@ RELEASE F'CI (KSI) @ FINAL F'C (KSI)
BASED ON GIRDER DEFLECTION = "D" AT TIME OF SLAB PLACEMENT (120 DAYS) HARPED STRAIGHT
D @ 120 DAYS D @ 40 DAYS
END 2 TYPE
END 1 TYPE
GIRDER
SPAN
LL
LT
1 2 (DEG.) (DEG.)
P1
P2
NO. OF STRANDS
BEARING RECESS
BEARING RECESS -
Fb
Fo
" EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 LEVEL (AFTER CASTING SLAB)
GIRDER SLOPE
ELEVATION
BEARING WIDTH +2" - SEE "MISC. BEARING DETAILS" SHEET
The number of harped strands should not exceed of the number of straight strands.
"
" CHAMFER ON FLANGE FOR SKEWS GREATER THAN 15 " EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 " CHAMFER ON WEB FOR SKEWS GREATER THAN 15
"
GIRDER
90
90
BEARING RECESS
BEARING RECESS
GIRDER
1'-2"
SHEET
JOB NO.
SR
Ld
PLAN LENGTH
LOCATION OF C.G. STRANDS JACKING JACKING NO. OF FORCE FORCE STRANDS (KIPS) (KIPS)
C
5.6-A5-4
5.6-A5-5
A
10'-0" SLEEVE TEMPORARY STRANDS 2" x 2" x 2" DEEP EXPANDED POLYSTYRENE FILLED BLOCKOUT (TYP.) 10'-0"
GIRDER
PLASTIC DUCTS FOR TEMPORARY STRANDS (TYP.) 2 ~ #5 - TOP AND BOTTOM OF STUDS PT ANCHOR PLATE TO BE INSTALLED PERPENDICULAR
3'-0"
GIRDER
POST-TENSIONED TEMPORARY TOP STRANDS SIMILAR, EXCEPT 10'-0" LENGTH OF BONDING OCCURS AT ONE END ONLY. THE OPPOSING END IS ANCHORED WITH PLATES AND STRAND CHUCKS. SEE "GIRDER SCHEDULE" FOR NUMBER OF TEMPORARY STRANDS REQUIRED. 1 x 3 (TYP.) [" OR 0.6"] STRAND IN PLASTIC SLEEVE (TYP.)
[" OR 0.6"] STRAND CHUCK. TACK WELD TO ANCHOR PRIOR TO INSTALLING ON STRAND. THREAD STRAND THROUGH ANCHOR . ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE. EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END AHEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
2" x 1" STEEL STRAND ANCHOR. ANCHOR STRAND WITH TWO PIECE WEDGES BEFORE GIRDER ERECTION. VERIFY WEDGES ARE SEATED TIGHTLY IMMEDIATELY BEFORE PLACING DIAPHRAGM CONCRETE EXTEND STRAIGHT STRANDS (3) THROUGH (6) AT END HEAD ON STATION. EXTEND STRAIGHT STRANDS (7) THROUGH (10) AT END BACK ON STATION.
GIR.
ALTERNATE #1
ALTERNATE #2
SECTION
"
5.6-A5-5
5.6-A6-1
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. LOCATION OF C.G. STRANDS STRAIGHT STR. TO EXTEND REINFORCEMENT DETAILS
(IN)
B
(FTIN)
L
(FTIN)
LL (FTIN)
P1 (FTIN)
P2 (FTIN)
GIRDER
SPAN
PLAN LENGTH
2. ALL PRETENSIONED STRANDS SHALL BE 0.6" AASHTO M203 GRADE 270 LOW RELAXATION STRANDS, JACKED TO 202.5 KSI. V6
(IN)
E
(IN)
F
(IN)
Fo
(IN)
END 1
END 2
V1
V2
(IN)
V3
V4
(IN)
V5
3. CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. 4. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE FINISHED IN ACCORDANCE WITH SECTION 602.3(25)H OF THE STANDARD SPECIFICATIONS.
? TO ?
? TO ?
5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS. AFTER ERECTION, CUT OFF LIFTING EMBEDMENTS 1 INCH BELOW THE TOP OF THE FLANGE AND FILL WITH AN APPROVED GROUT. 6. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. 7. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION. 8. STRUCTURAL STEEL SHAPES AND ASSEMBLIES SHALL BE ASTM A36. THEY SHALL BE PAINTED WITH A PRIMER COAT IN ACCORDANCE WITH STD. SPEC. 607.3(9). WELD TIES SHALL BE PAINTED WITH A FIELD PRIMER COAT OF AN ORGANIC ZINC PAINT AFTER FIELD WELDING. 9. FOR DIAPHRAGMS, OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" MEADOWBURKE MX3 HITENSILE, 1 x 5 WILLIAMS F22 OPEN FERRULE INSERT, 1 x 4 DAYTONSUPERIOR F62 FLARED THIN SLAB FERRULE INSERT OR APPROVED EQUAL. 10. DEFORMED WELDED WIRE REINFORCEMENT CONFORMING TO SECTION 907.7 WITH DEFORMED WIRE CONFORMING TO SECTION 907.8 MAY BE SUBSTITUTED FOR MILD STEEL REINFORCEMENT IF AASHTO LRFD BRIDGE DESIGN SPECIFICATION REQUIREMENTS (INCLUDING DEVELOPMENT AND ANCHORAGE) ARE MET. WELDED WIRE REINFORCEMENT SHALL HAVE THE SAME AREA AND SPACING AS THE MILD STEEL REINFORCEMENT THAT IT REPLACES AND THE YIELD STRENGTH SHALL BE GREATER THAN OR EQUAL TO 60 KSI. SHEAR STIRRUP LONGITUDINAL WIRES AND TACK WELDS SHALL BE EXCLUDED FROM GIRDER WEBS. LONGITUDINAL WIRES FOR ANCHORAGE OF WELDED WIRE REINFORCEMENT SHALL HAVE AN AREA OF 40% OR MORE OF THE AREA OF THE WIRE BEING ANCHORED BUT SHALL NOT BE LESS THAN D4.
NOTES TO DESIGNER: 1. DG GIRDER DETAIL SHEETS 1 TO 2 ARE INTENDED TO BE USED AS IS WITHOUT NEED FOR MODIFICATION FOR MOST PROJECTS. PROJECT SPECIFIC GIRDER DETAILS ARE THEN LIMITED TO THE GIRDER SCHEDULE. V1 SPA. @ V2 IS INTENDED TO BE THE SPLITTING RESISTANCE ZONE DEFINED BY BDM 5.6.2.F. V3 SPA. @ V4 IS INTENDED TO BE THE CONFINEMENT REINFORCEMENT ZONE DEFINED BY BDM 5.6.2.G. GIRDER END SKEW IS LIMITED TO 30. DIMENSIONS IN THE GIRDER SCHEDULE SHALL BE SHOWN TO THE NEAREST TH INCH. THE NUMBER OF HARPED STRANDS SHOULD NOT EXCEED HALF THE NUMBER OF STRAIGHT STRANDS UNLESS THE STRAIGHT STRAND PATTERN IS FULL. IT IS ASSUMED THAT THE FINAL PROFILE GRADE IS PROVIDED BY VARYING THE OVERLAY THICKNESS. INSTEAD, THE DESIGNER COULD ADD A "GIRDER FLANGE THICKENING" DETAIL TO ACCOUNT FOR PROFILE GRADE AND PRESTRESSING CAMBER EFFECTS. THIS STANDARD IS BASED ON THE USE OF AN HMA OVERLAY. USE OF A 5" CIP CONCRETE DECK REQUIRES MODIFICATIONS.
2.
3.
4. 5.
6.
7.
8.
5.6A61
5.6-A6-2
PICKUP FORCE STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
1'0"
1'0"
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS.
DIAPH. DIAPH. SEE END TYPE B BLOCKOUT DETAIL END OF GIRDER FLANGE FLUSH WITH INSIDE FACE OF DIAPHRAGM G4 #4 6" 8" 6" 2 G2 #5 (TYP.)
Fo
MAX. SLOPE ** 1
1'0"
8"
BEARING
END TYPE A A
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
6" 6"
BEARING
GIRDER ELEVATION
B
2 G2 #5 & 2 G7 #3 2 G1 #5 & 2 V6 V5 SPA. @ V6 G7 #3 SPA. @ 1'6" MAX. BARRIER REINF. SEE BARRIER SHEETS FOR DETAILS CONST. JT. WITH ROUGHENED SURFACE ROTATE HOOKS AS REQ'D. TO ACHIEVE MIN. COVER 3" " CHAMFER OR 0.6" HALF ROUND DRIP GROOVE B
END TYPE B
GIRDER B
JOINT
6"
V1 SPA. @ V2
V3 SPA. @ V4
SYMM. ABOUT GIRDER JOINT B B G4 #4 @ 1'0" MAX. (CONT. WITH 2'0" MIN. SPLICE TYP.) G13 #6
JOINT
2" CLR.
G5 #4 HARPED STRANDS
2"
10"
G4 #4
G3 #4
3"
2"
SEE KEYWAY SECTION G5 #4 @ 1'0" MAX. (CONT. WITH 2'0" MIN. SPLICE TYP.)
PLUMB
G2 #5
9" 6"
9" G7 #3
6"
1" CHAMFER
2'1"
SECTION
SECTION
2"
2"
3"
4"
1" DEEP SHEAR KEYS (TYP.) SAWTEETH SHOWN BY SHADED AREA. USE SAWTEETH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND END OF P.S. GIRDER
GIRDER HEIGHT
1"
1"
90
1"
GIRDER SERIES
G1 G2
G9 1'11"
4" 4"
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9. THICKEN FLANGE TO COMPENSATE FOR SUPERELEVATION. DENOTES EPOXY COATED
VARIES FOR SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL. PAIRS OF G7 BARS, OR G9 AND G10 BARS, MAY BE USED INTERCHANGEABLY AS BOTTOM FLANGE TIES. 1 G11 MAY BE SUBSTITUTED FOR 2 G2 WITHIN THE V1 SPA. @ V2.
3"
4"
EXT. GIRDER SHOWN INT. GIRDER SIMILAR W53DG SHOWN, OTHER SERIES SIMILAR.
INT. GIRDER SHOWN EXT. GIRDER SIMILAR W53DG SHOWN, OTHER SERIES SIMILAR. BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT)
SYMM. ABOUT GIRDER 6" 5" 6" 5" 4" OMIT EXT. SHEAR KEY IF B IS LESS THAN 2'10" (TYP.) 45 H
5.6A62
5.6-A6-3
G3 #4 @ 9" MAX. AND #6 @ 5" MAX. EXT. GIRDERS OR G13 #6 @ 8" MAX. INT. GIRDERS 2B (50" MAX) (TYP.) WELD TIE SPACING
PROVIDE 6" HOLE THROUGH FLANGE FOR DIAPHRAGM PLACEMENT. ADJUST REINF. STEEL AS REQUIRED.
GIR.
1" (TYP.)
4" (TYP.)
D
END 1
END 2
"
GIRDER PLAN
END TYPE A SHOWN, END TYPE B SIMILAR. OTHER REINFORCEMENT NOT SHOWN FOR CLARITY.
OMIT WELD TIES AND 6" HOLE ON EXTERIOR SIDE OF EXTERIOR GIRDER
TOP OF GIRDER
" TO "
" EXPANDED POLYSTYRENE FOR SKEWS GREATER THAN 15 BAR 3 x x 06 STUD INTERSECTION WITH BAR 2 ~ " x 5" WELDED SHEAR STUD OR #4 x 20" MIN. REBAR 2 x 2 x x 06" " CHAMFER ON WEB FOR SKEWS GREATER THAN 15
90
TYP.
ALTERNATE 1
C.G. TOTAL STRAIGHT STRANDS
2 SPA. @ 2" = 4"
SECTION
WELD TIE
ALTERNATE 2
PLAN
BEARING RECESS
GIRDER HARPED STRAND BUNDLES (TYP.) SYMM. ABT. JOINT C.G. TOTAL HARPED STRANDS
21 25 23 13 17 15 19 1 5 24 26 22
" TO "
1"
1"
2 20 16 18 14 6 12 8 10 4
2" 1"
11
"
"
GIRDER SLOPE
2"
2"
2"
2"
5"
2"
ELEVATION
FOAM BACKER ROD
ALTERNATE 1
SECTION
KEYWAY
ALTERNATE 2
GIRDER
2" (TYP.)
9 10 11
2" 2"
3 4 5 6 7 8
()
BEARING RECESS
5.6A63
5.6-A8-1
GIRDER SCHEDULE
NUMBER OF STRAIGHT STRANDS "A" DIMENSION AT BEARINGS (IN) NUMBER OF TEMP. STRANDS GIRDER L
(FTIN)
LL (FTIN)
GIRDER HEIGHT H
(IN)
E
(IN)
SPAN
PLAN LENGTH
END 1
END 2
STRAIGHT STRANDS TO DEBOND GROUP 1 GROUP 2 GROUP 3 SLEEVED SLEEVED SLEEVED LENGTH LENGTH LENGTH STRANDS AT ENDS STRANDS AT ENDS STRANDS AT ENDS TO TO TO TO TO TO DEBOND PREVENT DEBOND PREVENT DEBOND PREVENT BOND BOND BOND
(FTIN) (FTIN) (FTIN)
REINFORCEMENT DETAILS
V1
V2
(IN)
V3
V4
(IN)
V5
V6
(IN)
? TO ?
? TO ?
? TO ?
? TO ?
? TO ?
NOTES TO DESIGNER: 1. SLAB GIRDER DETAIL SHEETS 1 TO 3 ARE INTENDED TO BE USED AS IS WITHOUT NEED FOR MODIFICATION FOR MOST PROJECTS. PROJECT SPECIFIC GIRDER DETAILS ARE THEN LIMITED TO THE GIRDER SCHEDULE. V1 SPA. @ V2 IS INTENDED TO BE THE SPLITTING RESISTANCE ZONE DEFINED BY BDM 5.6.2.F. V3 SPA. @ V4 IS INTENDED TO BE THE CONFINEMENT REINFORCEMENT ZONE DEFINED BY BDM 5.6.2.G. DIMENSIONS IN THE GIRDER SCHEDULE SHALL BE SHOWN TO THE NEAREST TH INCH. THESE SHEETS ASSUME STANDARD GIRDER WIDTHS. GIRDER WIDTHS MAY VARY FROM THE STANDARD WIDTH UP TO 8'0" BUT THESE SHEETS MUST BE MODIFIED ACCORDINGLY. MAXIMUM GIRDER LENGTHS ARE AS FOLLOWS: 33.33 FT FOR H = 12" 50.00 FT FOR H = 18" 72.22 FT FOR H = 26" 83.33 FT FOR H = 30" 100.00 FT FOR H = 36" PROVIDE A LONGITUDINAL #4 IN CIP ROADWAY SLAB INSIDE G9 HOOKS (TYP.) DOWEL BARS AND HOLES MAY BE DELETED IF TRANSVERSE STOPS ARE PROVIDED. CHECK DOWEL BARS FOR ADEQUACY. GAP BETWEEN SLAB UNITS MAY VARY AT OR NEAR CROWNS OR SUPERELEVATION ANGLE POINTS. CONSIDER A LARGER CONNECTION ROD OR PLATE IF NECESSARY.
GIRDER NOTES
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. 2. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE 0.6" AASHTO M203 GRADE 270 LOW RELAXATION STRANDS, JACKED TO 202.5 KSI. 3. CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. 4. THE TOP SURFACE OF THE GIRDER SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 602.3(25)H OF THE STANDARD SPECIFICATIONS. 5. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS. 6. ALL REINFORCING STEEL SPLICES SHALL BE 2'0" MINIMUM, UNLESS SHOWN OTHERWISE. 7. STRUCTURAL STEEL SHAPES AND ASSEMBLIES SHALL BE ASTM A36. THEY SHALL BE PAINTED WITH A PRIMER COAT IN ACCORDANCE WITH STD. SPEC. 607.3(9). WELD TIES SHALL BE PAINTED WITH A FIELD PRIMER COAT OF AN ORGANIC ZINC PAINT AFTER FIELD WELDING. 8. NO TRAFFIC SHALL BE ALLOWED UNTIL THE BRIDGE DECK CONCRETE HAS ATTAINED A MINIMUM STRENGTH OF 3000 PSI. 9. TEMPORARY STRANDS SHALL BE UNBONDED OVER ALL BUT THE END 10'0" OF THE SLAB LENGTH. TEMPORARY STRANDS SHALL BE CUT AFTER ALL VOIDED SLABS ARE ERECTED, BUT BEFORE ROADWAY CONCRETE SLAB IS CAST. 10. DEFORMED WELDED WIRE REINFORCEMENT CONFORMING TO SECTION 907.7 WITH DEFORMED WIRE CONFORMING TO SECTION 907.8 MAY BE SUBSTITUTED FOR MILD STEEL REINFORCEMENT IF AASHTO LRFD BRIDGE DESIGN SPECIFICATION REQUIREMENTS (INCLUDING DEVELOPMENT AND ANCHORAGE) ARE MET. WELDED WIRE REINFORCEMENT SHALL HAVE THE SAME AREA AND SPACING AS THE MILD STEEL REINFORCEMENT THAT IT REPLACES AND THE YIELD STRENGTH SHALL BE GREATER THAN OR EQUAL TO 60 KSI. SHEAR STIRRUP LONGITUDINAL WIRES AND TACK WELDS SHALL BE EXCLUDED FROM GIRDER WEBS. LONGITUDINAL WIRES FOR ANCHORAGE OF WELDED WIRE REINFORCEMENT SHALL HAVE AN AREA OF 40% OR MORE OF THE AREA OF THE WIRE BEING ANCHORED BUT SHALL NOT BE LESS THAN D4. M:Sdd I PeGdeSLABSLAB SCHEDULE AND NOTES.MAN
2.
3.
4.
5.
6.
7.
8.
9.
10. PLACE DEBONDED STRANDS IN INTERIOR LOCATIONS WITHIN SECOND ROW IF POSSIBLE. 11. MAXIMUM SKEW ANGLE IS 30.
12. THIS STANDARD IS INTENDED TO BE USED WITH A 5" MINIMUM CIP CONCRETE DECK. MODIFICATIONS ARE REQUIRED IF THIS STANDARD IS USED WITH AN HMA OVERLAY.
5.6A81
5.6-A8-2
0" 1'
G. BR OLE H &
C
SYMMETRICAL ABOUT GIRDER C.G. TOTAL STRAIGHT STRANDS
17 27 19 21 29 23 31 25 5 13 7 15 9 26 32 24 30 22 10 16 8 14 6 20 28 18 4 12 2
GIRDER
INTERIOR GIRDER
11
2"
2"
STRAND PATTERN
STRAIGHT STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC.
EXTERIOR GIRDER
THE SHEAR KEY MAY BE STOPPED SHORT A MAXIMUM OF 10" FROM EACH END G4 #4 2 G5 #3 BUNDLED (TYP.)
A 2
B 2
V6 G7
PLAN
S1 BARS NOT SHOWN FOR CLARITY. SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION. S1 #5 SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION LIFTING LOOPS (TYP.)
JOINT FIELD BEND TO OBTAIN 1" COVER AT PAVEMENT SEAT, IF NECESSARY 1'6" 1" CLR. BRG. & HOLE IN GIRDER G9 L LIFTING LOOPS G1 #4 SEE SECTION #4 B 2
4'0" INTERIOR GIRDER SHOWN, EXTERIOR SIMILAR G1 #4 (TOP) AND G2 #4 (BOTTOM) 3 SPACES @ 1'0" MAX. 2" (TYP.) 1" CLR. G7 #4
JOINT
JOINT
4'0" EXTERIOR GIRDER SHOWN, INTERIOR SIMILAR G3 #4 3 SPACES @ 1'0" MAX. VARIES W/ TOPPING SLAB DEPTH 6" (TYP.)
SECTION VOIDS
G1
AT BEND IN S1 4"
9"
G3 #4 SAWTEETH
H = 12"
2" 3"
1" CLR.
G8
#4
1" CHAMFER
3" CLR.
ELEVATION
M:Sdd I PeGdeSLABSLAB 12 1 OF 2.MAN
SECTION
VIEW
5.6A82
5.6-A8-3
1' 0"
G. BR OL E H &
C
SYMMETRICAL ABOUT GIRDER
INTERIOR GIRDER
GIRDER
2" 2"
STRAND PATTERN
A 2 B 2
STRAIGHT STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC.
EXTERIOR GIRDER
THE SHEAR KEY MAY BE STOPPED SHORT A MAXIMUM OF 10" FROM EACH END G4 #4 2 G5 #3 BUNDLED (TYP.)
V6 G7
PLAN
S1 BARS NOT SHOWN FOR CLARITY. SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION. S1 #5 SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION LIFTING LOOPS (TYP.)
FIELD BEND TO OBTAIN 1" COVER AT PAVEMENT SEAT, IF NECESSARY 1'6" 1" CLR.
JOINT
4'0" INTERIOR GIRDER SHOWN, EXTERIOR SIMILAR G1 #4 (TOP) AND G2 #4 (BOTTOM) 3 SPACES @ 1'0" MAX. 2" (TYP.) 1" CLR. G7 #4
JOINT
JOINT
4'0" EXTERIOR GIRDER SHOWN, INTERIOR SIMILAR G3 #4 3 SPACES @ 1'0" MAX. VARIES W/ TOPPING SLAB DEPTH G1 AT BEND IN S1 4" 6" (TYP.)
#4 B 2
SECTION VOIDS
1'1" (TYP.)
3" CLR.
1" CLR.
G5
#3
G2
#4
1" CHAMFER
ELEVATION
M:Sdd I PeGdeSLABSLAB 18 1 OF 2.MAN
SECTION
VIEW
3"
2"
5.6A8 3
5.6-A8-4
1' 0"
G. BR OLE H &
C
SYMMETRICAL ABOUT GIRDER
INTERIOR GIRDER
GIRDER
D
E
33 37 19 27 21 29 1 11 3 13 5 15
35 23 31 25 7 17 9
36 26 32 24 10 18 8 16 6 14 4
38 34 30 22 28 20 12 2
EXTERIOR GIRDER
THE SHEAR KEY MAY BE STOPPED SHORT A MAXIMUM OF 10" FROM EACH END G4 #4 2 G5 #3 BUNDLED (TYP.)
A 2
B 2
2"
STRAND PATTERN
STRAIGHT STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC.
V6 G7
V5 SPA. @ V6 #4, G8
#4 & 2 G9 #4
PLAN
S1 BARS NOT SHOWN FOR CLARITY. SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION. JOINT 4'0" INTERIOR GIRDER SHOWN, EXTERIOR SIMILAR G1 #4 (TOP) AND G2 #4 (BOTTOM) 3 SPACES @ 1'0" MAX. 2" (TYP.) 1" CLR. G7 #4 JOINT JOINT
4'0" EXTERIOR GIRDER SHOWN, INTERIOR SIMILAR G3 #4 3 SPACES @ 1'0" MAX. VARIES W/ TOPPING SLAB DEPTH G1 AT BEND IN S1 4" 6" (TYP.)
FIELD BEND TO OBTAIN 1" COVER AT PAVEMENT SEAT, IF NECESSARY 1'6" 1" CLR.
SECTION VOIDS
H = 26"
G4 #4
9"
G3 #4 SAWTEETH
1" CLR.
1'6"
2'0" AT VOID
G5
#3
G2 #4
1" CHAMFER
ELEVATION
M:Sdd I PeGdeSLABSLAB 26 1 OF 2.MAN
SECTION
VIEW
3"
2"
5.6A84
5.6-A8-5
1' 0"
G. BR OL E H &
C
SYMMETRICAL ABOUT GIRDER
INTERIOR GIRDER
GIRDER
D
E
21 29 23 31 1 11 3 13 5
EXTERIOR GIRDER
THE SHEAR KEY MAY BE STOPPED SHORT A MAXIMUM OF 10" FROM EACH END G4 2 G5 #4
2"
A 2
B 2
STRAND PATTERN
STRAIGHT STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC.
#3 BUNDLED (TYP.)
V6
V5 SPA. @ V6 G7 #4, G8
#4 & 2 G9 #4
PLAN
S1 BARS NOT SHOWN FOR CLARITY. SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION.
S1 #5 SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION JOINT JOINT JOINT
4'4" INTERIOR GIRDER SHOWN, EXT. SIMILAR G9 #4 G1 #4 SEE SECTION B 2 G1 #4 (TOP) & G2 #4 (BOT.) 5 SPACES @ 1'0" MAX. 1" CLR. G7 #4
4'4" EXTERIOR GIRDER SHOWN, INT. SIMILAR G3 #4 5 SPACES @ 1'0" MAX. VARIES W/ TOPPING SLAB DEPTH 4" G6 #5 WITH 1'6" MIN. LAP SPLICES 2 G5 #3 BUNDLED HOLE IN GIRDER GIRDER SAWTEETH NOT SHOWN 6" (TYP.) G1 AT BEND IN S1
2" (TYP.)
SECTION VOIDS
3" CLR.
G5
#3
G2 #4
" DRAIN HOLE AT BOTH ENDS OF EACH VOID (TYP.) SYMM. ABOUT GIRDER
1" CHAMFER
ELEVATION
1" CLR.
SECTION
VIEW
3"
2"
5.6A85
5.6-A8-6
1' 0"
G. BR OLE H &
C
SYMMETRICAL ABOUT GIRDER
INTERIOR GIRDER
GIRDER
EXTERIOR GIRDER
THE SHEAR KEY MAY BE STOPPED SHORT A MAXIMUM OF 10" FROM EACH END G4 #4 2 G5 #3 BUNDLED (TYP.)
A 2
B 2
13 3
15 5
17 7 19
21 11 23
2"
STRAND PATTERN
STRAIGHT STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC.
V6
V5 SPA. @ V6
PLAN
G7 #4, G8 #4 & 2 G9 #4 JOINT 5'0" INTERIOR GIRDER SHOWN, EXT. SIMILAR G9 #4 B 2 G1 #4 (TOP) & G2 #4 (BOT.) 5 SPACES @ 1'0" MAX. 1" CLR. 2" (TYP.) G7 #4 JOINT JOINT
S1 BARS NOT SHOWN FOR CLARITY. SEE TRAFFIC BARRIER SHEETS FOR DETAILS AND LOCATION. BRG. AND HOLE IN GIRDER FIELD BEND TO OBTAIN 1" COVER AT PAVEMENT SEAT, IF NECESSARY 1'6" 1" CLR. G3 #4 L LIFTING LOOPS G1 #4 SEE SECTION
5'0" EXTERIOR GIRDER SHOWN, INT. SIMILAR G3 #4 5 SPACES @ 1'0" MAX. VARIES W/ TOPPING SLAB DEPTH 4" 6" (TYP.) G1 AT BEND IN S1
SAWTEETH
3" CLR.
9"
1" CLR.
G5 #3
G2 #4
1" CHAMFER
G8
#4
ELEVATION
" DRAIN HOLE AT BOTH ENDS OF EACH VOID (TYP.) SYMM. ABOUT GIRDER
SECTION
VIEW
3"
H = 36"
1'1" (TYP.)
SECTION VOIDS
2"
5.6A86
5.6-A8-7
D
SYMM. ABOUT GIRDER 100" BOND TEMPORARY STRANDS 30"
GIRDER
SLEEVE TEMPORARY STRANDS TEMPORARY STRANDS 1 , 2 , 5 AND 6 30" TEMPORARY STRANDS 3 AND 4
2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.)
6"
8"
8"
STRANDS 5 AND 6 AVAILABLE ONLY FOR 26" AND 30" DEEP GIRDERS TEMPORARY STRANDS
2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.)
SECTION
AHEAD ON STATIONING 1
GIRDER
SYMM. ABOUT JOINT 2" x 4" ROD. SEAL KEYWAY BEFORE PLACING CONC. " TO " 2"
3"
6"
2"
BAR 3 x x 06 L 2 x 2 x x 06 2 ~ " x 6" WELDED SHEAR STUD (TYP.) 2 ~ " x 4" WELDED SHEAR STUD (TYP.) 90 END OF P.S. GIRDER
END 1
END 2
2"
1"
10"
20" G3 10" G4
23"
3"
3"
2"
2"
9"
SECTION
SHEAR KEY
B 1
M:Sdd I PeGdeSLABSLAB 2 OF 2.MAN
HOLE DETAIL
G7 G8 G10
G9
SECTION
WELD TIE ALTERNATE #1
A 1
SECTION
WELD TIE ALTERNATE #2
A 1
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH BENDING DIAGRAM (ALL DIMENSIONS ARE OUT TO OUT)
G5
3"
1" R=
9" (TYP.)
G10
AND G9 BARS.
5.6A87
5.6-A8-8
EX GI TER RD IO ER R
EXTERIOR GIRDER PIER CONSTRUCTION JOINT WITH ROUGHENED SURFACE OR SHEAR KEY CROSSBEAM
CONCRETE CLASS 4000D
* ALTERNATE 135 HOOK EVERY OTHER BAR #9 (TYP.) DIMENSION "A" AT GIRDER SEE "GIRDER SCHEDULE" REINF. FOR CONC. ROADWAY SLAB
6" (TYP.)
1'0" (TYP.)
SLAB GIRDER
2'0"
PIER
H6 #4 TIE (TYP.) *
SUPERSTRUCTURE
H4 #4 H3 #4 (TYP.)
1'0"
H2 #4 (TYP.) CONSTRUCTION JOINT WITH ROUGHENED SURFACE SEE OAK BLOCK DETAIL THIS SHEET CROSSBEAM
9"
2'6"
SKEWED A
SECTION
NO SKEW
SUBSTRUCTURE
10"
H8
#5 TIE *
?? #? (TYP.)
1'3"
H1
#5 STIRR.
H5 #5 STIRR. H1 #5 STIRR.
GIRDER
GIRDER
GIRDER
GIRDER
2 H2 #4 (TYP.)
H4 #4 (TYP.) 4 H3 #4
NOTES:
1.
4'0"
B
2.
CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM AND DECK SLAB. SEE TEMPORARY STRAND CUTTING SEQUENCE. EXTENDED STRANDS AND GIRDER REINFORCING NOT SHOWN FOR CLARITY. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW. FOR CONCRETE PLACEMENT PROCEDURE SEE "SUPERSTRUCTURE CONSTRUCTION SEQUENCE" SHEET. END OF SLAB GIRDER
NOTE TO DETAILER:
Revise Details to show correct girder height.
ELEVATION
FACE OF CROSSBEAM 3" MIN. 4" MIN. PIER 3"
3" MIN.
SECTION
3. 4.
2 H5
OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF GIRDER. REMOVE AFTER PLACING TRAFFIC BARRIER. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
5.6A88
5.6-A8-9
GIRDER
EXTERIOR GIRDER
CONSTRUCTION JOINT WITH ROUGHENED SURFACE OR SHEAR KEY 6" (TYP.) SLAB GIRDER HINGE
END OF SLAB GIRDER DIMENSION "A" AT GIRDER SEE "GIRDER SCHEDULE" SLAB REINFORCING (TYP.)
H1 #5 STIRR. H6 #4 TIE H2 #5
1'0"
PIER
SUPERSTRUCTURE
CONSTRUCTION JOINT WITH ROUGHENED SURFACE OAK BLOCK PLACED PARALLEL TO FACE OF CROSSBEAM, FULL WIDTH OF GIRDER. REMOVE AFTER PLACING TRAFFIC BARRIER. WIDTH ASPECT RATIO HEIGHT SHOULD NOT BE LESS THAN ONE AT GIRDER (TYP.)
SUBSTRUCTURE
3" AT GIRDER
3"
SKEWED
10 MAX. SKEW FOR HINGE DIAPHRAGM.
SECTION
NO SKEW
CROSSBEAM " PREMOLDED JOINT FILLER 1" x 7" CONTINUOUS SHEAR KEY
NOTES:
1. CUT/RELEASE GIRDER TEMPORARY STRANDS BEFORE CASTING DIAPHRAGM AND DECK SLAB. SEE TEMPORARY STRAND CUTTING SEQUENCE. EXTENDED STRANDS AND GIRDER REINFORCING NOT SHOWN FOR CLARITY. LONGITUDINAL DIMENSIONS ARE NORMAL TO SKEW. FOR CONCRETE PLACEMENT PROCEDURE SEE "SUPERSTRUCTURE CONSTRUCTION SEQUENCE" SHEET.
A
H1 #5 STIRR. AND H6 #4 TIE GIRDER
2.
SECTION
3. 4.
GIRDER
GIRDER
GIRDER
2 H2 #5 (TYP.) H4 #4 (TYP.) 4 H3 #5
HINGE
PIER
TRAFFIC BARRIER
1'0"
NOTE TO DETAILER:
Revise Details to show correct girder height.
ELEVATION
PIER
5.6A89
5.6-A8-10
NOTE TO DETAILER:
3" 2 #4 TIES #4 STIRR. AND #4 TIE @ 1'0" Revise Details to show correct girder height. #6 BRIDGE APPROACH SLAB ANCHOR SEE "BRIDGE APPROACH SLAB DETAILS" SHEETS BEND IN FIELD 135 (TYP.) SLAB REINFORCEMENT (TYP.) " THICK x 6" WIDE x 9" LONG ELASTOMERIC BEARING PAD (SHEAR MODULUS = 165 PSI). NOTE TO DESIGNER: Elastomeric bearing pad size and adequacy to be determined by the designer. BEARING AND PIER ABUTMENT
BEARING PIER
LAB S
ER GIRD
#4 TIE
#4 (TYP.)
2"
#4 STIRR.
GROUT PAD
SECTION
SECTION
A
BACK OF PAVEMENT SEAT BEARING AND PIER SEE DETAIL 10" STEEL TROWELED FINISH 2'0" 1'0"
CONCRETE CLASS 4000D
MINIMUM 20ga. x 4 x 5 SHEET STEEL ADHERE TO TOP OF SLAB GIRDER ALL AROUND.
2"
TOP OF SLAB GIRDER 2" x 3" OVAL OPEN HOLE DOWEL BAR
1'1"
1" ASTM A276 GRADE 304 STAINLESS STEEL DOWEL BAR. HOLE TO REMAIN OPEN OVER PRECAST SLAB DEPTH.
ABUTMENT 3'0" WIDE x " THICK BUTYL RUBBER SHEETING 9" MIN. UNDER DIAPHRAGM
BEARING AND PIER " ELASTOMERIC BEARING PAD 5" (TYP.) " CHAMFER (TYP.)
" RECESS
SEE "BUTYL RUBBER AT DIAPHRAGM" DETAIL THIS SHEET 8" 2" MIN. 2'0" 2" OPEN JOINT 8"
1'1"
GROUT PAD
2"
2" OPEN JOINT DIAPHRAGM BOND WITH ADHESIVE THIS SURFACE ONLY Wed Jul 20 09:22:38 2011
DETAIL
DRILL OR BLOCKOUT 1" HOLES INTO BRG. SEAT FOR DOWELS. PLACE DOWELS INTO HOLE AND FILL WITH EPOXY RESIN TO TOP OF GROUT PAD.
DIMENSIONS ARE NORMAL TO BEARING. Dowel bars may be deleted if transverse stops are provided.
5.6-A9-1
GIRDER SCHEDULE
NUMBER OF STRAIGHT STRANDS NUMBER OF HARPED STRANDS "A" DIMENSION AT BEARINGS (IN) NUMBER OF TEMP. STRANDS GIRDER SERIES DECK SCREED CAMBER C (IN) END 2 TYPE END 1 TYPE L
(FTIN)
Ld (FTIN)
LL (FTIN)
P1 (FTIN)
P2 (FTIN)
E
(IN)
F
(IN)
Fo
(IN)
GIRDER
SPAN
PLAN LENGTH
REINFORCEMENT DETAILS
END 1
END 2
V1
V2
(IN)
V3
V4
(IN)
V5
V6
(IN)
H1
(FTIN)
? TO ?
? TO ?
NOTES TO DESIGNER: 1. TUB GIRDER DETAIL SHEETS 1 TO 3 ARE INTENDED TO BE USED AS IS WITHOUT NEED FOR MODIFICATION FOR MOST PROJECTS. PROJECT SPECIFIC GIRDER DETAILS ARE THEN LIMITED TO THE GIRDER SCHEDULE. TUB GIRDER DETAIL SHEET 3 MAY BE OMITTED IF TEMPORARY TOP STRANDS ARE NOT USED. V1 SPA. @ V2 IS INTENDED TO BE THE SPLITTING RESISTANCE ZONE DEFINED BY BDM 5.6.2.F. V3 SPA. @ V4 IS INTENDED TO BE THE CONFINEMENT REINFORCEMENT ZONE DEFINED BY BDM 5.6.2.G. G1 , G2 , G8 AND G9 STIRRUP HEIGHT "H1" IS GENERALLY "H" + 3" + "A" DIMENSION. HOWEVER, DESIGNERS SHALL CHECK "H1" FOR THE EFFECT OF VERTICAL CURVE AND INCREASE AS NECESSARY. DIMENSIONS IN THE GIRDER SCHEDULE SHALL BE SHOWN TO THE NEAREST TH INCH. THE NUMBER OF HARPED STRANDS SHOULD NOT EXCEED HALF THE NUMBER OF STRAIGHT STRANDS UNLESS THE STRAIGHT STRAND PATTERN IS FULL. TEMPORARY TOP STRANDS REQUIRE TOP FLANGES. DELETE UNUSED ROWS IN THE GIRDER SERIES TABLE. 7. 4.
GIRDER NOTES
1. PLAN LENGTH SHALL BE INCREASED AS NECESSARY TO COMPENSATE FOR SHORTENING DUE TO PRESTRESS AND SHRINKAGE. ALL PRETENSIONED AND TEMPORARY STRANDS SHALL BE 0.6" AASHTO M203 GRADE 270 LOW RELAXATION STRANDS, JACKED TO 202.5 KSI. FOR END TYPES A, C AND D CUT ALL STRANDS FLUSH WITH THE GIRDER ENDS AND PAINT WITH AN APPROVED EPOXY RESIN, EXCEPT FOR EXTENDED STRANDS AS SHOWN. FOR END TYPE B CUT ALL STRANDS 1" BELOW CONCRETE SURFACE AND GROUT WITH AN APPROVED EPOXY GROUT. THE TOP SURFACE OF THE GIRDER FLANGE SHALL BE ROUGHENED IN ACCORDANCE WITH SECTION 602.3(25)H OF THE STANDARD SPECIFICATIONS. LIFTING EMBEDMENTS SHALL BE INSTALLED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS. CAUTION SHALL BE EXERCISED IN HANDLING AND PLACING GIRDERS. ALL GIRDERS SHALL BE CHECKED BY THE CONTRACTOR TO ENSURE THAT THEY ARE BRACED ADEQUATELY TO PREVENT TIPPING AND TO CONTROL LATERAL BENDING DURING SHIPPING. ONCE ERECTED, ALL GIRDERS SHALL BE BRACED LATERALLY TO PREVENT TIPPING UNTIL THE DIAPHRAGMS ARE CAST AND CURED. FORMS FOR BEARING PAD RECESSES SHALL BE CONSTRUCTED AND FASTENED IN SUCH A MANNER AS TO NOT CAUSE DAMAGE TO THE GIRDER DURING THE STRAND RELEASE OPERATION. 8. TEMPORARY TOP STRANDS SHALL BE EITHER PRETENSIONED OR POSTTENSIONED IN ACCORDANCE WITH SECTION 602.3(25)L OF THE STANDARD SPECIFICATIONS AND THE GIRDER DETAILS SHEETS. THE LIFTING LOCATION L AND CONCRETE RELEASE STRENGTH FCI SHOWN IN THE GIRDER SCHEDULE ASSUME THAT THE TEMPORARY TOP STRANDS ARE PRETENSIONED. ALTERNATIVELY, POSTTENSIONED TEMPORARY TOP STRANDS MAY BE USED IF THE LIFTING POINTS IN THE GIRDER SCHEDULE ARE MAINTAINED AND THE STRANDS ARE STRESSED PRIOR TO LIFTING THE GIRDER FROM THE FORM. FOR DIAPHRAGMS, OMIT HOLES AND PLACE INSERTS ON THE INTERIOR FACE OF THE EXTERIOR WEB OF EXTERIOR GIRDERS. PLACE HOLES AND INSERTS PARALLEL TO SKEW. INSERTS SHALL BE 1" MEADOWBURKE MX3 HITENSILE, 1 x 5 WILLIAMS F22 OPEN FERRULE INSERT, 1 x 4 DAYTONSUPERIOR F62 FLARED THIN SLAB FERRULE INSERT OR APPROVED EQUAL.
2. 3. 4. 5. 6. 7. 8.
2.
3.
9.
5.
6.
10. DEFORMED WELDED WIRE REINFORCEMENT CONFORMING TO SECTION 907.7 WITH DEFORMED WIRE CONFORMING TO SECTION 907.8 MAY BE SUBSTITUTED FOR MILD STEEL REINFORCEMENT IF AASHTO LRFD BRIDGE DESIGN SPECIFICATION REQUIREMENTS (INCLUDING DEVELOPMENT AND ANCHORAGE) ARE MET. WELDED WIRE REINFORCEMENT SHALL HAVE THE SAME AREA AND SPACING AS THE MILD STEEL REINFORCEMENT THAT IT REPLACES AND THE YIELD STRENGTH SHALL BE GREATER THAN OR EQUAL TO 60 KSI. SHEAR STIRRUP LONGITUDINAL WIRES AND TACK WELDS SHALL BE EXCLUDED FROM GIRDER WEBS. LONGITUDINAL WIRES FOR ANCHORAGE OF WELDED WIRE REINFORCEMENT SHALL HAVE AN AREA OF 40% OR MORE OF THE AREA OF THE WIRE BEING ANCHORED BUT SHALL NOT BE LESS THAN D4.
5.6A91
5.6-A9-2
PICKUP FORCE
3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. MULTIPLE UNIT HOLD DOWN TO STRADDLE HARPING POINT
INTERMEDIATE DIAPHRAGM SEE "FRAMING PLAN" FOR LOCATIONS. 3" OPEN HOLE. ADJUST HOLE LOCATION VERTICALLY TO MISS HARPED STRANDS. 6"
W
GIRDER SOFFIT WIDTH
R1
EQUAL SPACES FOR G5
7"
3"
10"
END TYPE A
APPLY APPROVED RETARDANT FOR " ETCH TO SIDE FORMS OR " ROUGHENED SURFACE TREATMENT BY APPROVED MECHANICAL METHOD. OMIT AT EXTERIOR FACE OF EXTERIOR GIRDERS.
10"
8"
3"
MAX. SLOPE ** 1
7"
Fo
BRG.
STRAND LIFT LOOPS OR H.S. THREADED STEEL BARS. SEE GIRDER NOTE 5.
6"
4'6" 4'6" 5'6" 5'6" 6'6" 6'6" 5'0" 5'0" 6'0" 6'0" 7'0" 7'0"
4'0" 5'0" 4'0" 5'0" 4'0" 5'0" 4'0" 5'0" 4'0" 5'0" 4'0" 5'0" 1'3"
6 6 8 8 10 10 7 7 9 9 11 11
GIRDER ELEVATION
END TYPE B
** 8 : 1 MAXIMUM SLOPE FOR EACH HARPED STRAND SEE GIRDER NOTE 9. ADJUST BAR POSITION THROUGH STRANDS
G2 OR G9 ADJUST G4 #5 G11
4"
G1 OR G8
#4
3"
5"
G1 2 G7 MEASURED ALONG GIRDER 4 G5 #6 R1 EQUAL SPACES. EMBED 8'0" INTO GIRDER. SPLAY TO CLEAR HARPED STRANDS. OMIT FOR END TYPE B. V1 SPA. @ V2
G9
#4
G1 #5
G2
#5
1" CL R. (TYP.)
SAWTEETH
G6 W12 (TYP.) G5 #6 (TYP.) G3 #4 2 SPA. (TYP.) G7 #5 (TYP.) 1'0" SAWTEETH (HATCHED AREA) G10 #4 (TYP.) 1
1"
6"
H1
H1
1'0"+B2
R=3"
G1 G8
G2 G9 2'0"
2"
1"
3"
TYPICAL SECTION
STRANDS NOT SHOWN. U54G4 SHOWN, OTHER SERIES SIMILAR.
2'0"
3"
G7
VARIES FOR GIRDER WIDTH AND SKEWED ENDS. #3 OR #4 MAY BE SUBSTITUTED. FIELD BENDING IS OPTIONAL.
5.6A92
5.6-A9-3
P2
GIRDER
GIRDER
90
1"
P2
SAWTOOTH DETAILS
SAWTEETH ARE FULL WIDTH USE SAWTOOTH KEYS FROM BOTTOM OF BOTTOM FLANGE TO BOTTOM OF LOWEST HARPED STRAND AS WELL AS TOP FLANGE ADJACENT TO HARPED STRANDS.
END 1
END 2
WEB
1" 1"
WEB ALT. 1 3" I.D. ALT. 2 ANY NON METALLIC PIPE " CHAMFER ON WEBS FOR SKEWS GREATER THAN 15
6"
1"
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37
4 2
C.G. TOTAL HARPED STRANDS ODD STRAND (MAY BE ADJUSTED TO EITHER SIDE OF WEB)
8 6 12 10 16 14 20 18 24 22 28 26 32 30 36 34 38
Fo
2" (TYP.)
90 (TYP.)
BEARING RECESS
GIR.
11
13
15
16
8 14 6
12
4 10
2"
SYMMETRICAL ABOUT GIRDER 3" DRAIN HOLE. SEE FRAMING PLAN FOR LOCATIONS.
41 43 33 37 35 39 17 25 19 27 21 29 23 31 44 42 40 36 38 34 32 24 30 22 28 20 26 18
BEARING RECESS HARPED STRAND BUNDLES (TYP.) C.G. TOTAL HARPED STRANDS
5" 2"
6"
5" 2"
STRAND CHUCK TACK WELDED TO ASTM A36 x 4 x 04 WITH " HOLE PRIOR TO INSTALLING ON STRAND OR 2" x 1" STEEL STRAND ANCHOR (TYP.)
ELEVATION
STRAIGHT STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC. 4 FOOT WIDE BOTTOM FLANGE SHOWN, OTHERS SIMILAR.
5.6A93
5.6-A9-4
A
100" BOND TEMPORARY STRANDS SLEEVE TEMPORARY STRANDS 30" 30" 100" BOND TEMPORARY STRANDS
SYMMETRICAL ABOUT GIRDER TEMPORARY STRAND IN PLASTIC SLEEVE (TYP.) NORMAL TO GIRDER 4" 4" NORMAL TO GIRDER
2"
1 3 4 2
GIRDER
2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.)
2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.)
TEMPORARY STRANDS
SECTION
A
SLEEVE TEMPORARY STRANDS 30" 30"
GIRDER
LIVE END
2" x 6" x 2" DEEP BLOCKOUT FOR STRAND DETENSIONING. FORM WITH EXPANDED POLYSTYRENE (TYP.)
DEAD END
GIRDER
TEMPORARY STRAND IN PLASTIC SLEEVE AT LIVE END AND BONDED AT DEAD END. (TYP.)
SEE DETAIL
DETAIL
LIVE END SHOWN DEAD END SIMILAR.
VIEW
TEMPORARY STRAND LOCATION SEQUENCE SHALL BE AS SHOWN 1 , 2 ETC. M:Sdd I PeGdeTUBTUB GIRDER DETAILS 3 OF 3.MAN
2"
SYMMETRICAL ABOUT GIRDER TEMPORARY STRAND IN PLASTIC SLEEVE AT LIVE END AND BONDED AT DEAD END. (TYP.) NORMAL TO GIRDER 4" 4" NORMAL TO GIRDER
5.6A4
5.6-A9-5
3"
#4 TIES, #4 STIRRUPS @ 1'3" #4, #4 STIRRUPS @ 1'3" CURB LINE TO END OF DIAPHRAGM
BRG.
SLAB REINF.(TYP.)
2"
F
WEB PARALLEL
#4 FULL WIDTH
WEB
GIRDER
" CHAMFER (TYP.) #4 (TYP.) 2 #4 FULL WIDTH (2'0" SPLICE WHEN REQUIRED) #4 (TYP.) #4 STIRRUP @ 1'3" #4 STIRRUP @ 1'3" #4 STIRRUP @ 1'3" #6 SEE JOINT FILLER DETAIL GIRDER SEAT & RECESS LEVEL BEARING PAD 45 FILLET
#
4 EQUAL SPACES
" (TYP.)
1'0"
SECTION
BEARING BEARING SEE DETAIL A 6 MISCELLANEOUS DIAPHRAGM DETAILS SHEET BEARING
# NOTE TO DESIGNER
If ground line is less than 2'0" minimum below the bottom of girder at front face of abutment a curtain wall shall be provided.
2 #6 FULL WIDTH (2'2" SPLICE WHEN REQUIRED) & #4 FULL WIDTH CONSTRUCTION JOINT W/ ROUGHENED SURFACE (TYP.)
BRG.
" RECESS
1'0"
DIAPHRAGM DIAPHRAGM 4" ABUTMENT " THICK BUTYL RUBBER SHEETING BOND WITH ADHESIVE THIS SURFACE ONLY WALL " THICK BUTYL RUBBER SHEETING
PIER WALL SEE JOINT FILLER DETAIL 3" MIN. 6" MAX. 2'2"
BEARING PAD 6" MAX. 2'2" 10" 10" GIRDER SEAT & RECESS LEVEL PIER WALL
** OPEN JOINT
1. GIRDERS SHALL BE HELD RIGIDLY IN PLACE WHEN DIAPHRAGMS ARE PLACED. 2. REINFORCING BAR SHALL BE THREADED THROUGH HOLES IN GIRDERS PRIOR TO PLACING OF EXTERIOR GIRDERS. SEE PLANS FOR "TRAFFIC BARRIER" DIMENSIONS AND LOCATION. SEE "GIRDER DETAILS" SHEET FOR DIMENSION "A".
1'0"
OPEN JOINT
1'0"
4'2"
4'2"
1'1"
+ GRADE
1'1"
3" MIN.
5.6A95
5.6-A9-6
OR RI TE IN
EB W T IN
R IO ER
EB
INTERIOR WEB
H1 #5 (TYP.)
H3 #5
2'6" MIN.
PIER
EDGE OF WEB
A
H3 #5
1'6"
H3 #5 EDGE OF WEB
H4 #5
VARIES
1" CL R.
SUBSTRUCTURE
8" (TYP.)
SKEWED
PLAN
FOR EXTENDED STRAND DETAIL SEE GIRDER SHEET 3.
NO SKEW
7" (TYP.)
1" (TYP.)
1" CLR.
SECTION
PIER
1'6" (TYP.)
2 EDGE OF CROSSBEAM
END OF PRECAST TRAPEZOIDAL TUB GIRDER SLAB REINF. (TYP.) TOP OF PRECAST TRAPEZOIDAL TUB GIRDER
H1 #5
HARPED STRANDS
CONSTRUCTION SEQUENCE
1 2 COLUMN & TEMP. SUPPORT PLACE GIRDER ON TEMPORARY SUPPORT CAST DIAPHRAGM STAGE 1 CAST ROADWAY SLAB COMPLETE DIAPHRAGM REMOVE TEMPORARY SUPPORT
6" MIN. (TYP.) ** 3" GAP IN SPIRAL CONTINUITY FOR PLACEMENT OF CROSSBEAM LONGITUDINAL REINFORCEMENT
STRAIGHT STRANDS
3 4 5
SECTION
ELEVATION
M:Sdd I PeGdeTUBTUB RAISED CROSSBEAM.MAN
**
VARIES
FACE OF CROSSBEAM
1" MIN.
DETAIL
C
SEE DETAIL C
H2 #6
5.6A96
5.6-A9-7
3"
#4 TIES, #4 STIRRUPS @ 1'3" #4, #4 STIRRUPS @ 1'3" CURB LINE TO END OF DIAPHRAGM
WEB
BRG.
SLAB REINF.(TYP.)
2"
F
WEB
#4 FULL WIDTH
TOP OF GIRDER 2" CHAMFER PARALLEL " CHAMFER (TYP.) #4 (TYP.) #4 (TYP.) 2 #4 FULL WIDTH (2'0" SPLICE WHEN REQUIRED) #4 STIRRUP @ 1'3" #4 STIRRUP @ 1'3" #4 STIRRUP @ 1'3" #6 SEE JOINT FILLER DETAIL GIRDER SEAT & RECESS LEVEL BEARING PAD 45 FILLET
GIRDER
#
4 EQUAL SPACES
" (TYP.)
1'0"
SECTION
BEARING SEE DETAIL G MISCELLANEOUS DIAPHRAGM DETAILS SHEET BEARING BEARING BACK OF PAVEMENT SEAT 10" 2" CHAMFER 2'4" BRG.
# NOTE TO DESIGNER
If ground line is less than 2'0" minimum below the bottom of girder at front face of abutment a curtain wall shall be provided.
2 #6 FULL WIDTH (2'2" SPLICE WHEN REQUIRED) & #4 FULL WIDTH CONSTRUCTION JOINT W/ ROUGHENED SURFACE (TYP.)
1'1"
+ GRADE
1'0"
4'2"
CONSTRUCTION JOINT WITH ROUGHENED SURFACE END OF PRECAST GIRDER " RECESS
1'0"
1'1"
3" MIN.
NOTE:
DIAPHRAGM DIAPHRAGM 4" ABUTMENT " THICK BUTYL RUBBER SHEETING " THICK BUTYL RUBBER SHEETING
PIER WALL SEE JOINT FILLER DETAIL 3" MIN. 6" MAX. 2'2"
BEARING PAD 6" MAX. 2'2" * * 10" 10" GIRDER SEAT & RECESS LEVEL PIER WALL
1'0"
5.6A97
5.6-A9-8
R TE IN
R IO
EB W R TE IN
R IO
EB W
INTERIOR WEB
H1 #5 (TYP.)
H3 #5
2'6" MIN.
PIER
EDGE OF WEB
A
H3 #5
1'6"
H3 #5 EDGE OF WEB
H4 #5
SUBSTRUCTURE
8" (TYP.)
SKEWED
PLAN
FOR EXTENDED STRAND DETAIL SEE GIRDER SHEET 3.
NO SKEW
7" (TYP.)
1" (TYP.)
1" CLR.
SECTION
PIER
1'6" (TYP.)
2 EDGE OF CROSSBEAM
END OF PRECAST TRAPEZOIDAL TUB GIRDER SLAB REINF. (TYP.) TOP OF PRECAST TRAPEZOIDAL TUB GIRDER
FACE OF CROSSBEAM
1" MIN.
DETAIL
C
SEE DETAIL C H1 #5
HARPED STRANDS
CONSTRUCTION SEQUENCE
1 2 COLUMN & TEMP. SUPPORT PLACE GIRDER ON TEMPORARY SUPPORT CAST DIAPHRAGM STAGE 1 CAST ROADWAY SLAB COMPLETE DIAPHRAGM REMOVE TEMPORARY SUPPORT
6" MIN. (TYP.) ** 3" GAP IN SPIRAL CONTINUITY FOR PLACEMENT OF CROSSBEAM LONGITUDINAL REINFORCEMENT
STRAIGHT STRANDS
3 4 5
SECTION
ELEVATION
M:Sdd I PeGdeTUBSIP TUB RAISED CROSSBEAM.MAN
**
1'6"
VARIES
H2 #6
VARIES
1" CL R.
5.6A98
5.6-A9-9
BEARING
ING E R AR PI BE NG O AL
BEARING *
ING ER AR PI BE NG O AL
SKEW ANGLE
SKEW ANGLE
90
1" MIN. 1" MAX. (TYP.) " THICK ELASTOMERIC STOP PAD " CHAMFER (TYP.)
SECTION
Skew angle shown at 30. * The edge of the bearing pad shall be set at 1" from the edge of the girder.
ELASTOMERIC STOP PAD AND BEARING ALONG PIER " GAP BETWEEN ELASTOMERIC STOP PAD AND GIRDER
BEARING
BEARING LEVEL
9" MIN.
" RECESS
GIRDER STOP
SECTION NOTES:
1. GIRDER STOPS SHALL BE CONSTRUCTED AFTER GIRDER PLACEMENT. 2. THE ELASTOMERIC STOP PADS SHALL BE CEMENTED TO GIRDER STOPS WITH APPROVED ADHESIVE. M:Standards In ProgressGirdersTUBTUB BEARING DETAILS.MAN
5.6A99
5.6-A10-1
NOTES:
1. PRETENSIONING STRANDS, LEVELING BOLTS AND GROUT FOR GROUT PAD UNDER SIP DECK PANELS SHALL BE AS SPECIFIED IN THE SPECIAL PROVISIONS. 2. LOOSEN THE LEVELING BOLT BY TWO TURNS AFTER THE GROUT HAS REACHED THE DESIGN STRENGTH SPECIFIED IN SECTION 9-20.3(2). LEVELING BOLT SHALL BE GALVANIZED AFTER FABRICATION IN ACCORDANCE WITH AASHTO M232. 3. FOR SKEWED END PANELS, ADJUST THE LEVELING BOLT LOCATIONS LONGITUDINALLY ALONG THE OF GIRDER, SUCH THAT EACH PANEL WILL HAVE 4 BOLTS AFTER THE PANEL IS SAWCUT. THE PANEL MAY BE CAST SQUARE AND SAWCUT TO FIT THE PLAN SKEW. 4. THE CONTRACTOR MAY SUBMIT FOR APPROVAL ALTERNATE LIFT POINT LOCATIONS, LIFTING EMBEDMENTS AND DEVICES IN ACCORDANCE WITH SECTION 6-02.3(28)G. LIFT POINT LOCATIONS AND LIFTING EMBEDMENTS AND DEVICES SHALL BE SHOWN ON THE SHOP PLANS SUBMITTED FOR APPROVAL. DESIGN CALCULATIONS SHALL BE SUBMITTED WITH THE SHOP PLANS. 5. THE CONTRACTOR MAY SUBMIT AN ALTERNATE METHOD FOR FORMING GROUT PAD UNDER SIP DECK PANEL AT EXTERIOR FACE OF GIRDER FLANGE. REFER ALSO TO SPECIAL PROVISIONS. " CHAMFER ALL 4 SIDES (TYP.)
B
3"
SEE DETAIL
SECTION
8'-0" MAXIMUM
PRETENSIONING STRAND
3"
1"
P1 #5
PRETENSIONING STRANDS
TOP SURFACE SHALL BE CLEAN, FREE OF LAITANCE AND INTENTIONALLY ROUGHENED TO A FULL AMPLITUDE OF " (RAKED IN THE DIRECTION PARALLEL TO THE STRANDS)
PRETENSIONING STRAND
REINFORCING
DECK PANEL
GIRDER TOP FLANGE (TYP.) " CHAMFER (TYP.) LEVELING BOLT AND CONCRETE INSERT (TYP.) ADJUST LOCATIONS FOR SKEW END PANELS
DETAIL
DETAIL
HANGER INSERT *
P3 #4 BOTTOM
P3 #4 BOTTOM
XX - Provide length of leveling bolt based on calculated "A" dimension. 1" GALV. (SECTION 9-06.5(1)) LEVELING BOLT XX" LONG WITH COIL LOOP CONCRETE INSERT, (TW0 LOCATIONS PER PANEL END)
GROUT PAD, PLACE AFTER PANEL IS SET TO GRADE # "E" 2" 1" BEND IN FIELD 100 MIN.
* COOPER B-LINE B22-I-??, POWERSTRUT PS 349-??, UNISTRUT P32??, OR APPROVED EQUAL (TYP.) WITH SPRING NUT. CHASE THREADS ON HANGER ROD FOR THREAD COMPATIBILITY WITH SPRING NUT. INSERT TO BE INSTALLED LEVEL LONGITUDINALLY AND TRANSVERSELY. PLACE INSERT TO PROVIDE FOR TRANSVERSE ADJUSTMENT OF HANGER RODS. HANGER RODS SHALL NOT BE WITHIN 2" OF THE END OF THE INSERT. FOR INSERT LOCATIONS, SEE "UTILITIES HANGER DETAILS" SHEET.
3"
04/09/2010
SEE DETAIL D
3" (TYP.)
1" MAX. R = 3" MIN. (TYP.) P3 #4 SEE DETAIL E PRETENSIONING STRAND (TYP.)
CLOSED-CELL FOAM MATCHING CONCRETE COLOR. SECURE WITH ADHESIVE. SEE NOTE 5. (TYP.)
UTILITY HANGER NOTES TO DESIGNERS: - Verify that the insert does not interfere with reinforcement. Insert shall be centered between pretensioning strand. - Verify that the load on the insert and rod is acceptable. - The first utility insert shall be placed within 2'-0" of the end diaphragms. - See BDM chapter 10, section 10.8.6 for insert design.
NOTES TO DESIGNERS: # Provide enough deck panel overlap on girder flange to accommodate fabrication tolerances for the girder and deck panel, while still maintaining a sufficient bearing seat. The girder flange and deck panel shall be checked for structural adequacy. - The minimum deck thickness shall be 8" with 5" concrete cast-in-place topping.
MIN. EDGE OF FLANGE TO LEVELING BOLT DIMENSION GIRDER SERIES WF GIRDERS W42G, W50G, W58G W74G PT TUBS W32BTG, W38BTG, W62BTG "E" 6" 2" 7" 2" 6" WEB REINFORCEMENT
SECTION
DIMENSIONS SHOWN ARE NORMAL TO GIRDER
MIN. CONC. COMP. STRENGTH @ 28 DAYS @ RELEASE F'C (KSI) F'CI (KSI)
STRANDS DIAMETER (IN) " OR " JACKING FORCE PER STRAND (KIPS)
DETAIL
5.6-A10-1
0
STAY-IN-PLACE (SIP) DECK PANEL DETAILS
Fri Sep 03 08:42:29 2010
5.9-A1-1
5.9-A1-2
5.9-A1-3
5.9-A1-4
5.9-A1-5
5.9-A2-1
5.9-A2-2
5.9-A2-4
5.9-A3-1
5.9-A3-2
5.9-A3-4
5.9-A4-1
5.9-A4-2
5.9-A4-3
5.9-A4-4
5.9-A4-5
5.9-A4-6
5.9-A4-7
5.9-A4-8
5.9-A5-1
5.9-A5-2
5.9-A5-3
5.9-A5-4
5.9-A5-5
5.9-A5-6
5.9-A5-7
Appendix 5-B1
Introduction
The slab haunch is the distance between the top of a girder and the bottom of the roadway slab. Thehaunch varies in depth along the length of the girder accommodating the girder camber and geometric effects of the roadway surface including super elevations, vertical curves and horizontal curves. The basic concept in determining the required A dimension is to provide a haunch over the girder such that the top of the girder is not less than the fillet depth (typically ) below the bottom of the slab at the center of the span. This provides that the actual girder camber could exceed the calculated value by 1 before the top of the girder would interfere with the bottom mat of slab reinforcement. It is desirable to have points of horizontal and vertical curvature and super elevation transitions off the bridge structure as this greatly simplifies the geometric requirements on the slab haunch. However, as new bridges are squeezed into the existing infrastructure it is becoming more common to have geometric transitions on the bridge structure. Each geometric effect is considered independently of the others. The total geometric effect is the algebraic sum of each individual effect.
Fillet Effect
The distance between the top of the girder and the top of the roadway surface, must be at least the thickness of the roadway slab plus the fillet depth.
The girder haunch must be thickened to accommodate any camber that remains in the girder after slab casting. This is the difference between the D and C dimensions from the Girder Schedule Table. Use a value of 2 at the preliminary design stage to determine vertical clearance. WSDOT Bridge Design Manual M 23-50.06 Page 5-B1-1
July 2011
Concrete Structures
casting. This is the difference between the D and C dimensions from the Girder Schedule Table. Use a value of 2 at the preliminary design stage to determine vertical clearance.
The girder haunch must be thickened to accommodate any camber that remains in the girder after slab casting. This is the difference between the D and C dimensions from Excessive Camber Effect the Girder Schedule Table. Use a value of 2 at the preliminary design stage to vertical clearance. The determine girder haunch must be thickened to accommodate any camber that remains in the girder after slab
Chapter 5
The profile effect accounts for changes in the roadway profile along the length of the girder. Profile changes include grade changes, vertical curve effects, and offset deviations between the centerline of girder and the alignment caused by flared girders and/or curvature in the alignment. When all of the girders in a span are parallel and the span is contained entirely within the limits of a vertical and/or horizontal curve, the profile effect is simply the sum of the Vertical Curve Effect and the Horizontal Curve Effect.
Profile Effect
Page 5-B1-2
Chapter 5
Concrete Structures
Profile Effect
The profile effect accounts for changes in the roadway profile along the length of the girder. Profile changes include grade changes, vertical curve effects, and offset deviations between the centerline of girder and the alignment caused by flared girders and/or curvature in the alignment. When all of the girders in a span are parallel and the span is contained entirely within the limits of a vertical and/or horizontal curve, the profile effect is simply the sum of the Vertical Curve Effect and the Horizontal Curve Effect. The horizontal curve effect is, assuming a constant super elevation rate along the length of the span,
(5-B1.1)
(5-B1.2)
The horizontal curve effect is, assuming a cons tant super elevation rate along the length Where: 2 S = The length of curve in feet 1.5S m of the span, horizontal = in feet where S is the length of curve in feet, R is the R = The radius of the curve effectcurve R m = The crown slope radius of the curve in feet, and m is the crown slope. The horizontal curve effect is in The horizontal curve effect is in inches. inches.
4 4 2 2
2 2 00 00
2 2 2 4 2 2 2 4
a a
b b
(5-B1.3)
Page 5-B1-3
5-B1.5 Concrete Structures Chapter 5 4 4 4 5-B1.6 (5-B1.4) 4 4 S 4 = (5-B1.5) R 2 4 5-B1.7 2 4 = 4 (5-B1.6) 2 4 4 S 2 = (5-B1.7) 5-B1.8 4R 2 2 2 2 4 2 tan 4 2 2 2 (5-B1.8) 2 2H 2 2 2 tan 2 4 S 2 5-B1.9 2 2 2 2 2 4 S 2 S S S (5-B1.9) S 2 2 H = tan = = 2 2 4 2 2 2 4R 8R 2 2 2 4 2 The vertical curve effect is 2 2 S S 2 2 2 2 4 in 1.5 5-B1.10 ( ) horizontal = m 12 = m inches curve effect ft 2 00 8 R R 2 2 4 2 2 2 4 (5-B1.10) 2 2 00 2 2 2 4 2 00 Where: 21 . 5 GL g where The vertical curve effect is = G is the algebraic difference 5-B1.10a vertical curve effect G = The algebraic difference inprofile tangent grades (%) 2 00 100 L 2 = The girder length in feet a a ) (%), 2 grades L L is the in profile tangent ( G = g 2 - g1 g is the girder length (feet), and a 00 L = The vertical curve length in feet 00vertical curve length (feet). The vertical curve effect is in inches and is positive for sag and sag curves and negative for crown curves. a The vertical effect is for in inches is positive curvescurve and negative crown curves. for 00 5-B1.10b 00 b b 00 a b 00 a 00 b 5-B1.11 a a 00 2 b 2 a 00 2 b 00 5-B1.12 b 2 2 b 2 00 2 40,000 400 00 00 2 2 b 2 2 400 40,000 00 2 2 2 00 2 40,000 400 00 00 2 2 2 00 100G 2 40,000 400 00 2 K = 00 2L 2 2 2 (5-B1.11) 2 2 2 400 40,000 00 2 2 2 2 400 40,000 00 L2 L 1 . 5 GL G g g in 2 g2 vertical 12 2 = 400 12 curve effect = K = ft 40,000 00 40,000 L 2400 100 L 2 2 (5-B1.12) 2 2 2 40,000 00 roadway 400 2 40,000 400 00 If one or more of the following geom etry transitions occur along the span, then a 2 2 detailed of roadway computation is required: 2 400 40,000 If one more or more of the method following geometry transitions occur along00 the span, then a more detailed change in is the super elevation rate method ofcomputation required: grade break Change in the super elevation rate point of horizontal curvature Grade pointbreak of vertical curvature flared Point of girders horizontal curvature
Page 5-B1-4
Concrete Structures value of the profile effect may be determined by solving a complex optimization problem. However it is much easier and sufficiently accurate to use a numerical approach. The exact value of the profile effect may be determined by solving a complex optimization problem.
The figure below, while highly exaggerated, illustrates ofile that the profile is the distance the girder distance the girder must be placed below the pr grade so effect that th e girder, ignoring all must be placed below the profile grade so that the girder, ignoring all other geometric effects, just touches other geometric effects, just touches the lowest profile point between the bearings. the lowest profile point between the bearings.
The figure below, while highly exaggerated, illustrates that the profile effect is the
In the case of a crown curve the haunch depth may reduced. In the case of a sag curve the haunch must be In the case of a crown thickened at the ends of the curve girder.the haunch depth may reduced. In the case of a sag curve the To compute the profile effect:
1. To compute the profile effect: Create a chord line parallel to the top of the girder (ignoring camber) connecting the centerlines of bearing. The equation of thisparallel line is to the top of the girder (ignoring camber) connecting 1. Create a chord line
.13
.14
.15
.16
.13
16a
.14
2. At directly above the centerline of the girder, ya(xi,zi), and the elevation of the line paralleling the top of the girder, yc(xi). at station xi, The difference in elevation is the profile effect
WSDOT Bridge Design Manual M 23-50.06 July 2011
the centerlines of bearing. The equation of ,this line is , , (5-B1.13) ya (xe , ze ) ya ( x ,z s s ) yc (xi ) = ya (xs , z s ) + ( xi xs ) xe xs Where: = Station where the elevation of the chord line is being computed xi where = Station at the start of the girder xs x Station where the elevation of the chord line is being computed i = = Station at the end of start the girder xe x Station at the of the girder s = zs = Normal offset from alignment to centerline of the girder at the start of the girder xe = Station at the end of the girder atstationxs of the girder at the zs = Normal offset from alignment to centerline = Normal offset from alignment to the centerline ze of the girder at the end the start of the girder at station x 2 s of the girder atstation xe = Normal offset from the alignment toand theoffset centerline of the girder e Elevation = of the roadway profile at station x zs ya(xs, zs) z s at the of the girder atat station xx ofend the roadway station ya(xe, ze) = Elevation profile ee and offset ze , , = Elevation of the roadway profile at station xs and offset zs y (x ,z ) , of the chord s Elevation line at station y (x ) a s = x
c i i , , , th 10 points along the span, compute the elevation of the roadway surface
(5-B1.14)
16b
.15
Page 5-B1-5
2. At 10 points along the span, compute the elevation of the roadway surface directly above the centerline of the girder, ya(xi,zi), and the elevation of the line Concrete Structures paralleling the top of the girder, yc(xi). The difference in elevation is the profile effect at station xi, profile effect @ i = ya ( xi , zi ) yc ( xi ) .
Chapter 5
Girder Orientation , the roadway surface and the top ,in slope The girder orientation effectEffect accounts for the difference between
such effect with their Y axis plumb. Other girders such as U-beam, as , The orientation accounts for th e difference in slope between the roadway ofgirder the girder. Girders I-beams are oriented surface and the top of the Girders such as I-beams are oriented with their Y axis box beam, and slabs are girder. oriented with their Y axis normal to the roadway surface. The orientation of the plumb. Other girders such as U-beam, box beam, and slabs are oriented with their Y axis girder with respect to the roadway surface, and changes in the roadway surface along the length of the girder elevation transitions) the Girder Orientation Effect. normal to(super the roadway surface. The define orientation of the girder with respect to the roadway , surface, and changes in the roadway surface along the length of the girder (super If the super elevation rate is constant over the entire length of the span and the Y-axis of the girder is elevation define the Girder Orientation plumb, transitions) the girder orientation effect simplifies to theEffect. Top Width Effect, and the Y-axis of If the super elevation rate is constant over the entire length of the span (5-B1.15) 2 the girder is plumb, the girder orientation effect simplifies to the Top Width Effect, Wtopthe span, the girder orientation effect may be computed at 10th If the super elevation rate varies along girder = equation. top width effect = m orientatio n effect 2 . , , points using this ,
, If there ischange a change super elevationrate rateand/or and/or the the Y-axis the girder is not plumb, then once again a If there is a inin super elevation Y-axisof of the girder is not plumb, more complex is required. then once again acomputation more complex computation is required.
Page 5-B1-6
kSht1
kSht2
Chapter 5
Concrete Structures
, , , , , , , , , , .13 , , , , , , , , , , .14 , 5-B1.13 , 2 , , , 5-B1.13 , th girder, when the girder is not plumb: 2 To compute the girder orientation effect at each effect 10th point along the To compute the girder orientation at each 10 point along the girder: , , .15 5-B1.14 roadway the .point If there isthe a , 1. Determine the cross slope, m, of the roadway surface at station xi , 1. Determine the cross slope, surface at station xi. If a crown over m, of2 2 there is point crown slope , over the girder the cross slope is taken as girder the cross is as , taken , left right 5-B1.14 , ya x y 2 i , zi a xi , z i m ( ) x z , = , , i i left , , right .16 , z i zi (5-B1.16) 5-B1.15 , 2 where , , , Where: 5-B1.15 2 = x The station where the cross the slope isss slope is being computed being computed xi = The station where cro i , , 16a 5-B1.16 = z Normal offset from the alignment to the centerline of the girder atthe the girder end z , the i to centerline of i = Normal offset from the alignment of the girder atend station xi girder at station x at the of the i , , 5-B1.16 = z left Offset from the alignment to the top left edge of the girder , left edge of the = Offset from the alignment to the top girder i the alignment to the top right edge of the girder ziright = Offsetfrom 16b 5-B1.16a = Offset from the alignment to the top right edge of the girder left offset z left (x ,z ) = Roadway , y surface elevation at station x and normal
16c
16d
, 5-B1.16b ,
i i a i i right offset z ya(xi,ziright) = Roadway surface elevation at station xi and normal i 5-B1.16a = Roadway surface elevation at station xi and normal offset
Page 5-B1-7
Concrete Structures
16d c
d .17
.18
.19
, A Dimension The A dimension is the sum of all these effects. Round A to the nearest .
, , at , station effect
Chapter 5
(5-B1.17)
(5-B1.18)
If you have a complex alignment, determine the required A dimension for each section and use the greatest value. The minimum value of A is If a Drain Type 5 crosses the girder, A shall not be less than 9.
(5-B1.19)
.21
mWkSht1
Limitations
kSht1
mWkSht2 kSht1
These computations are for a single girder line. required haunch should be determined for each girder The line in the structure. Use the greatest A dimension.
kSht2
kSht2
These computations are also limited to a single span. A different haunch may be needed for each span or each pier. For example, if there is a long span adjacent to a short span, the long span may have considerably more camber and will require a larger haunch. There is no need to have the shorter spans carry all the extra concrete needed to match the longer span haunch requirements. With the WF series girders, the volume of concrete in the haunches can add up quickly. The shorter span could have a different haunch at each end as illustrated below.
Page 5-B1-8
WSDOT Bridge Design Manual Stirrup Length and Precast Deck Leveling Bolt Considerations
Chapter 5
Stirrup Length and Precast Deck Leveling Bolt Considerations curves, the haunch depth can become excessive to the point where the For bridges vertical on crown too short to bend into the proper position. Similarly the length of stirrups girder and diaphragm are leveling bolts in precast deck panels may need adjustment. 8 Stirrup lengths are described as a function of A on the standard girder sheets. For example, the G1 and G2 bars of a WF74G girder are 6-5+ A in length. For this reason, the stirrups are always long enough the at the ends of girders. Problems occur when the haunch depth increases along the length of the girder transitions. 9 curves to accommodate crown vertical and super elevation
, ,
Concrete Structures
If the haunch depth along the girder exceeds A by more than 2, an adjustment must be made. Thehaunch depth at any section can be compute as (5-B1.20)
Fillet Effect Slab Thickness (tslab) = ______ in = ______ in Fillet Size (tfillet) = ______ in 1.5 Excess Camber Effect 1.5 1.5 days) D Dimension from Girder Schedule (120 = ______ in C Dimension from Girder Schedule = ______ in = ______ in 1.5 1.5 1.5 1.5 1.5 100 Profile Effect 1.5 100 1.5 HorizontalCurve Effect, = ______ in 100 1.5 1.5 1.5 100 100 Vertical Curve Effect, = ______ in 100 1.5 (+ for sag, for crown) 100 0 for U-beams inclined parallel to the slab = ______ in 0 for U-beams inclined parallel to the slab Girder Orientation Effect 0 for U-beams inclined parallel to the slab Girder must be plumb. 0 for U-beams inclined parallel to the slab 0 for U-beams inclined parallel to the slab 2 0 for U-beams inclined parallel to the slab 2 inclined = ______ in 0 for U-beams parallel to the slab 2 A Dimension 2 2 = ______ in 2 2 Round to nearest = ______ in = ______ in Minimum A Dimension, A Dimension = ______ in
kSht1
kSht2 B1.ADimWkSht3
ht3
.ADimWkSht3
.ADimWkSht4
.ADimWkSht5
.ADimWkSht6
.ADimWkSht7
.ADimWkSht8
5-B1.Example1 WkSht9 1
.ADimWkSht9
5-B1.Example2 mple1 2
B1.Example1
5-B1.Example3 mple2
144.4 2 144.4
Page 5-B1-9
29500
0.87
inclined parallel to the slab 5-B1.ADimWkSht6 0 for U-beams Example 5-B1.ADimWkSht7 0 for U-beams inclined parallel to the slab 2 5-B1.ADimWkSht7 Slab: Thickness = 7.5, Fillet = 0.75 5-B1.ADimWkSht6 0 for U-beams inclined parallel to the slab for U-beams inclined parallel to the slab 2 5-B1.ADimWkSht7 0 WF74G Girder: Wtop = 49 2 5-B1.ADimWkSht7 5-B1.ADimWkSht8 Span Length = 144.4 ft 2 2 5-B1.ADimWkSht8 Crown Slope = 0.04ft/ft 5-B1.ADimWkSht7 5-B1.ADimWkSht8 2 2 Camber: D = 7.55, C = 2.57 5-B1.ADimWkSht8 5-B1.ADimWkSht9 Horizontal Curve Radius = 9500 ft through centerline of bridge 5-B1.ADimWkSht9 5-B1.ADimWkSht8 5-B1.ADimWkSht9 Vertical Curve Data: g = 2.4%, g = -3.2%, L = 800 ft
1 2
5-B1.ADimWkSht5 inclined 5-B1.ADimWkSht6 parallel to the slab 0 for U-beams Concrete Structures Chapter 5 5-B1.ADimWkSht6 0 for U-beams inclined parallel to the slab 5-B1.ADimWkSht5 5-B1.ADimWkSht6 0 for U-beams inclined parallel to the slab
Profile Effect 144.4 2 144.4 29500 0.87 5-B1.Example3 144.4 2 144.4 29500 5-B1.Example4 0.87 95000.87 144.4 180 180 Horizontal Curve Effect 5-B1.Example4 95000.87 144.4 180 5-B1.Example3 144.4 2 144.4 29500 Chord Length 0.87 144.4 2 144.4180 29500 0.87 5-B1.Example4 95000.87 144.4 180 180 5-B1.Example4 1.5 0.04 1.5144.4 95000.87 144.4 95000.87 144.4 5-B1.Example5 180 0.1 180 180 180 1.5 1.5144.4 0.04 Curve Length 9500 5-B1.Example5 1.5 0.1 1.5144.4 0.04 5-B1.Example4 95000.87 144.4 95000.87 144.4 9500 5-B1.Example5 0.1 180 180 180 180 9500 1.5 1.5144.4 0.04 1.5 1.5144.4 0.04 1.5 1.55.144.4 5-B1.Example5 2.19 0.1 5-B1.Example6 0.1 9500 1.5 1.55.144.4 100800 9500 100 5-B1.Example6 Vertical1.5 Curve 2.19 Effect 1.5144.4 0.04 1.5 1.5 1.5144.4 0.04 1.55.144.4 5-B1.Example5 100800 5-B1.Example6 0.1 0.1 100 2.19 for crown) 9500 9500 (+ for sag, 100 100800 1.5 1.55.144.4 1.5 1.55.144.4 5-B1.Example6 2.19 0.1 2.19 2.0 2.19 5-B1.Example7 100 100800 100 100800 2.19 2.0 5-B1.Example7 0.1 1.5 1.5 1.55.144.4 1.55.144.4 49 5-B1.Example8 Girder 4 9 5-B1.Example6 49 Orientation Effect 2.19 2.19 5-B1.Example7 0.1 2.19 2.0 2 249 5-B1.Example8 49 100 100800 100 100800 4 9 5-B1.Example8 ample8 9 9 2 4 2 4 2 2 0.1 2.19 2.0 2 2 5-B1.Example7 2.19 2.0 0.1 A Dimension 5-B1.Example9 2 49 2 9 2 5-B1.Example7 0.1 2.19 2.0 0.1 2.19 2.0 5-B1.Example9 2 49 2 9 2 5-B1.Example9 2 49 2 9 2 ample9 2 49 2 9 2
5-B1.Example10
= 7.5 = 0.75 5-B1.Example1 = 8.25 5-B1.Example2 5-B1.Example2 Excess Camber Effect 5-B1.Example1 5-B1.Example2 D Dimension from Girder Schedule (120 days) = 7.55 5-B1.Example2 5-B1.Example3 144.4 2 144.4 29500 0.87 C Dimension from Girder Schedule = 2.57 5-B1.Example3 144.4 2 144.4 29500 0.87 5-B1.Example2 29500 = 4.98 5-B1.Example3 144.4 2 144.4 0.87 5-B1.Example1
Fillet Effect 5-B1.ADimWkSht9 Slab Thickness (tslab) 5-B1.Example1 5-B1.ADimWkSht9 5-B1.Example1 Fillet Size (tfillet)
mple10
Page 5-B1-10
Appendix 5-B2
Vacant
Page 5-B2-1
Concrete Structures
Chapter 5
Page 5-B2-2
Appendix 5-B3
Page 5-B3-1
Concrete Structures
Chapter 5
Page 5-B3-2
Appendix 5-B4
Page 5-B4-1
Concrete Structures
Chapter 5
Page 5-B4-2
Chapter 5
Concrete Structures
Page 5-B4-3
Concrete Structures
Chapter 5
Page 5-B4-4
Chapter 5
Concrete Structures
Page 5-B4-5
Concrete Structures
Chapter 5
Page 5-B4-6
Simple Span
ORIGIN := 1
Design Outline
Page 5-B5-1
Concrete Structures
Chapter 5
1. Material Properties
f'ci := 7.5 ksi f'c := 8.5 ksi wc := 0.165kcf wcE := 0.155kcf K1 := 1.0
f'c wcE Ec := 33000 K1 ksi if f' c 15ksi = 5871 ksi ksi kcf "error" otherwise
1.5
1.5
f'ci wcE Eci := 33000 K1 ksi = 5515 ksi ksi kcf f'c fr := 0.24 ksi = 0.700 ksi ksi f' ci frL := 0.24 ksi = 0.657 ksi ksi f'c fr.Mcr.min := 0.37 ksi = 1.079 ksi ksi
Page 5-B5-2
Chapter 5
Concrete Structures
dia( bar) :=
0.375 in if bar = 3 0.500 in if bar = 4 0.625 in if bar = 5 0.750 in if bar = 6 0.875in if bar = 7 1.000in if bar = 8 1.128in if bar = 9 1.270in if bar = 10 1.410in if bar = 11 1.693in if bar = 14 2.257in if bar = 18 "ERROR" otherwise
area( bar ) :=
0.110 in
2 2 2 2 2 2 2 2 2 2 2
if bar = 3 if bar = 4 if bar = 5 if bar = 6 if bar = 7 if bar = 8 if bar = 9 if bar = 10 if bar = 11 if bar = 14 if bar = 18
0.197 in 0.309 in 0.445 in 0.600 in 0.786 in 1.003 in 1.270 in 1.561 in 2.251 in 3.998 in
"ERROR" otherwise fy := 60 ksi Es := 29000 ksi fpu := 270 ksi fpy := 0.90 fpu = 243.0 ksi Ep := 28500 ksi db := 0.6 in Ap := 0.153in
2 2
0.217in
lt := 60 db = 36.0 in
Page 5-B5-3
Concrete Structures
Chapter 5
2. Structure Definition
2.1 Bridge Geometry
girder := "interior" BW := 38 ft S := 6.5 ft Nb := 6 sk := 30 deg L := 130ft P2 := 1.973ft = 23.68 in GL := L + 2 P2 = 133.946 ft cw := 10.5 in overhang := oe := 7in of := 12in BW Nb 1 S 2
+ cw = 3.625 ft
2.4 Prestressing
Nh := 12 Ns := 26 Nt := 6 xh := 0.4 GL = 53.58 ft
sbottom := 2in
Page 5-B5-4
Chapter 5
Concrete Structures
) )1 = 12.0
Ybg := BDMTable5.6.1 in = 35.660 in row , 5 VSr := BDMTable5.6.1 in = 3.190 in row , 7 kip wg := Ag wc = 1.058 ft bw := 6.125in bf := 49in bf.bot := 38.375in Iy := 72018.4in L1 := 5ft LL := 10ft LT := 10ft
4
Page 5-B5-5
Concrete Structures
Chapter 5
VR VR VR VR VR VR VR VR VR VR
1, 1 1, 2 2, 1 2, 2 3, 1 3, 2 4, 1 4, 2 5, 1 5, 2
:= 1.5in := VR
1, 1
VR VR VR VR VR VR VR VR VR VR
11 , 1 11 , 2 10 , 1 10 , 2 9, 1 9, 2 8, 1 8, 2 7, 1 7, 2
:= VR := VR := VR := VR
1, 1 1, 2 2, 1 2, 2
:= VR := VR := VR := VR := VR := VR
3, 1 3, 2 4, 1 4, 2 5, 1 5, 2
VR VR
6, 1 6, 2
:= GL := 18in
i=1
VR
i, 1
i=7
11
VR
i, 1
VR =
in
Page 5-B5-6
Chapter 5
Concrete Structures
AHC :=
)2 )
in = 0.000 in
AVC :=
GL 1.5 g2 g1 ft
100
LVC ft
in = 0.000 in
Page 5-B5-7
Concrete Structures
Chapter 5
chk
3, 2
bi := S = 78.00 in bex := 0.5 S + overhang = 82.50 in be := b i if girder = "interior" b ex if girder = "exterior" n := Ecs Ec = 0.65 = 78.00 in
be.trans := be n = 50.94 in Islab := be.trans ts 12 = 1456.0 in Aslab := b e.trans t s = 356.6 in Ybs := dg + 0.5 ts = 77.5 in
2 3 4
+ Islab = 326347 in
4
Igc := Ag Yb Ybg
+ Ig = 859801 in
4
Page 5-B5-8
Chapter 5
Concrete Structures
floor
if BW > 24 ft = 3.0 12 ft
BW
2 if 24 ft BW 20 ft 1 otherwise mp := return 1.20 if NL = 1 return 1.00 if NL = 2 return 0.85 if NL = 3 return 0.65 otherwise = 0.85
f := 1.0
Page 5-B5-9
Concrete Structures
Chapter 5
( (
) ) ))
Page 5-B5-10
Chapter 5
Concrete Structures
0ft 0.000 P2 + 0.1L 14.973 P2 + 0.2L 27.973 P2 + 0.3L 40.973 P2 + 0.4L 53.973 SE := P2 + 0.5L SE = 66.973 ft P2 + 0.6L 79.973 P2 + 0.7L 92.973 P2 + 0.8L 105.973 P2 + 0.9L 118.973 GL 133.946
SE := Sections SE ADD P2 GL P2 0.4GL 0.6GL P2 + d est GL P2 d est lt GL lt L1 GL L1 LL GL LT for j 1 .. cols( ADD) Match 0 for i 1 .. rows( Sections) Match 1 if Sections = ADD
i 1, j
if Match SE := sort ( SE) rsL := match( P2 , SE) = 2.0 1 rsR := match( GL P2 , SE) = 22.0 1 SE = ft
1, j
Page 5-B5-11
Concrete Structures
Chapter 5
( ) rl2 := match( GL L1 , SE) 1 = 20.0 rbL := match( LL , SE) 1 = 6.0 rbR := match( GL LT , SE) 1 = 18.0
rl1 := match L1 , SE 1 = 4.0 i := 1 .. rows( SE)
M point( P , a , L , x) :=
return 0kip ft if x < 0ft x > L return 0kip ft if a < 0ft a > L P ( L x) a L P ( L a) x L if 0ft a x if x < a L
Vpoint( P , a , L , x) :=
return 0kip if x < 0ft x > L return 0kip ft if a < 0ft a > L P a L L if 0ft a < x if x a L
P ( L a)
Page 5-B5-12
Chapter 5
Concrete Structures
M cant( w , a , b , L , x) :=
if x a
2
a + L + b b ( x a) w x return (a + L + b) 2 2 L
w return w ( a + L + b x) 2
2
if a < x < a + L
if a + L x
DiaL :=
S bw cos sk
( )
= 82.99 in
DiaWt :=
wcs DiaL tdia h dia if girder = "interior" wcs DiaL tdia h dia 0.5 if girder = "exterior" DiaWt = 2.859 kip
Page 5-B5-13
Concrete Structures
Chapter 5
2 M :=
for j 1 .. n dia a a + DiaSpacing Mom Mom + M point DiaWt , a , L , SE P2 i i i Mom 2 V := for i rsL .. rsR a 0ft v 0kip
i
)
kip ft
S ts2 + + 2 2
bf
oe + o f 2
overhang
Page 5-B5-14
Chapter 5
Concrete Structures
4 M :=
4 V :=
otherwise
5 M := for i rsL .. rsR Mom M uniform wb , L , SE P2 i i 5 V := Mom for i rsL .. rsR v Vuniform wb , L , SE P2 i i v
kip ft
Page 5-B5-15
Concrete Structures
Chapter 5
6 V :=
Moment max
Loc Locations xLx while Loc
rows
M , Moment
Moment max
Moment
M , Moment
z := 0ft , 10ft .. L
Page 5-B5-16
Chapter 5
Concrete Structures
100
7 M :=
Mom
Shear max
Shear
V , Shear
Page 5-B5-17
Concrete Structures
Chapter 5
Shear min
Shear
V, Shear
100
SE v if
i
GL 2
, HL93TruckVP SE P2 , L , HL93TruckVN SE P2 , L
i i
Page 5-B5-18
Chapter 5
Concrete Structures
HL93TandemM( x , L) :=
Moment max
Moment
M , Moment
100
8 M :=
Mom
Page 5-B5-19
Concrete Structures
Chapter 5
HL93TandemVP ( x , L) :=
Axles
Shear max
Shear
V , Shear
HL93TandemVN( x , L) :=
Shear min
Shear
V , Shear
Page 5-B5-20
Chapter 5
Concrete Structures
SE v if
i
GL 2
, HL93TandemVP SE P2 , L , HL93TandemVN SE P2 , L
i i
5.10 Maximum Live Load including Dynamic Load Allowance, per lane
IM := 33 %
Page 5-B5-21
Concrete Structures
Chapter 5
10 M :=
i, 7
,M
i, 8
) (1 + IM) + Mi, 9
SE v if
i
GL 2
, max V
i, 7
,V
i, 8
v
rows( SE) , 1
Moment max
Loc Locations xLx while Loc
rows
M , Moment
)
WSDOT Bridge Design Manual M 23-50.06 July 2011
Page 5-B5-22
Chapter 5
Concrete Structures
i i
point
i
Moment max
Moment
M , Moment
100
M FAT :=
M FAT =
Mom M FAT
rows( SE)
:= 0kip ft
kip ft
IMFAT := 15 %
Page 5-B5-23
Concrete Structures
Chapter 5
rsL = 2.0 rsR = 22.0 rp = 3.0 rc = 5.0 rh = 10.0 rm = 12.0 rl1 = 4.0 rl2 = 20.0 rbL = 6.0 rbR = 18.0
M=
kip ft
Page 5-B5-24
Chapter 5
Concrete Structures
V=
kip
Page 5-B5-25
Concrete Structures
Chapter 5
5, 3 5, 4 5, 5 5, 6
:= if ( 3.5 ft S 16.0 ft , "OK" , "NG" ) = "OK" := if 4.5 in t s 12.0 in , "OK" , "NG" = "OK" := if ( 20 ft L 240 ft , "OK" , "NG" ) = "OK" := if 10 in Kg 7 10 in , "OK" , "NG" = "OK"
4 4 6 4 0.1
if NL > 1
= 0.604
0.1
if NL = 1
curbmin.sp := 2ft x S + d bar curbmin.sp Numerator 0ft UseAxleWidth 1 while x > 0ft Numerator Numerator + x if UseAxleWidth x x axlewidth UseAxleWidth 0 otherwise x x ( 12 ft axlewidth) UseAxleWidth 1 DFlever := DFe := Numerator 2 S = 0.654 = 0.654
otherwise
Page 5-B5-26
Chapter 5
Concrete Structures
:= if 30 deg sk 60 deg , "OK" , "NG" = "OK" := if ( 3.5 ft S 16.0 ft , "OK" , "NG" ) = "OK" := if ( 20 ft L 240 ft , "OK" , "NG" ) = "OK" := if Nb 4 , "OK" , "NG" = "OK" = 0.090
0.5
5 , 10
c1 :=
Kg 0.25 L t 3 s
0.25
otherwise
( ( (
) ))1.5 = 0.961
= 0.580
0.1
= 0.352
DFeFAT :=
= 0.654
otherwise = 0.338
DFFAT :=
2.0
= 0.707
Page 5-B5-27
Concrete Structures
Chapter 5
otherwise
chk
5 , 11
Page 5-B5-28
Chapter 5
Concrete Structures
rsL = 2.0 rsR = 22.0 rp = 3.0 rc = 5.0 rh = 10.0 rm = 12.0 rl1 = 4.0 rl2 = 20.0 rbL = 6.0 rbR = 18.0 Sts = 53919 in St = 44450 in
3
3 3
Sbg = 20593 in
Sb = 25069 in
Page 5-B5-29
Concrete Structures
Chapter 5
ST :=
SB :=
SS :=
0ksi
Stg
Sbg
Sts
St
Sb
DF
DF
Sts
St
i , 11
Sb M
i , 11
0ksi
i , 11
Stg
Sbg
ST =
ksi
Page 5-B5-30
Chapter 5
Concrete Structures
SB =
ksi
SS =
ksi
Page 5-B5-31
Concrete Structures
Chapter 5
Page 5-B5-32
Chapter 5
Concrete Structures
fc.PPT.lim := 0.60 f' c = 5.100 ksi fc.FA.lim := 0.40 f' c = 3.400 ksi
ft.TL.lim := 0.19 f'ci ksi ksi = 0.520 ksi ft.SP.lim := 0.19 f'c ksi ksi = 0.554 ksi
Page 5-B5-33
Concrete Structures
Chapter 5
Pjt := fpj Nt Ap = 263.7 kip Pjack := Pjh + Pjs + Pjt = 1933.5 kip
Atemp := Ap Nt = 1.302 in
Apstemp := Ap Nt + Np = 9.548 in E := 4 in if Ns 2 2 4 in + Ns 2 2 in Ns 4 2 in + Ns 4 4 in Ns 4 4 in + Ns 4 2 in Ns
( ( (
) ) )
if 3 Ns 6
if 7 Ns 8
if 9 Ns 20
16 2in + Ns 16 4 in Ns
if 21 Ns 32
16 2in + 16 4 in + Ns 32 6 in Ns
if 33 Ns 42
16 2in + 16 4 in + 10 6in + Ns 42 8 in Ns "error" otherwise E = 2.769 in es := Ybg E = 32.891 in etemp := 2 in Ytg = 36.340 in
if 43 Ns 46
FCL := 4in
Page 5-B5-34
Chapter 5
Concrete Structures
FCL.lim :=
4in if 1 Nh 12 12 4in + Nh 12 6 in Nh
if 13 Nh 24
if 25 Nh 36
Fo := 9in Fo.lim := increment 1 e 2in for i 1 .. Nh if increment increment 0 e e + 2in increment 1 otherwise Product Product + e return Product Nh = 9.000 in
chk
7, 2
maxslopeh := slopelim :=
= 0.1027
Page 5-B5-35
Concrete Structures
Chapter 5
EC :=
)) = 49.8 kip
( (
EC EC
EC
i, 2
es Ns + EC Np EC
i, 2
i, 1
Nh
EC EC
i, 3
Np + etemp Nt Np + Nt
EC =
in
Page 5-B5-36
Chapter 5
Concrete Structures
( (
) )
Ep P P ECrm , 3 etemp Mrm , 11 etemp x2 = + Ig Ig Eci Ag Pps fpES := Find( P , x1 , x2) f pEST
fpED1 := Ep
( Mrm , 2 + Mrm , 3 + Mrm , 4) ECrm , 2 = 4.986 ksi Ec Ig Mrm , 5 ( Yb Ybg + ECrm , 2) = 0.702 ksi Ec Ic
Ep
fpED2 :=
Page 5-B5-37
Concrete Structures
Chapter 5
chk
7, 4
h := 1.7 0.01 ( H %) = 0.950 st := = 0.588 1 + f' ci ksi fpbt Aps fpLTH := 3 h st + 3 h st + 0.6 ksi = 5.278 ksi ksi Ag fpLT := 10.0 5
Ptr := Atemp fpbt + fpEST + fpLTH = 245.5 kip Ptr etemp EC Ptr rm , 2 fptr := + = 0.129 ksi Ag Ig fptr := Ep f = 0.626 ksi Ec ptr
fpT := fpR0 + fpES + fptr + fpED1 + fpED2 + fpLT fpT = 29.084 ksi fpe := fpj + fpT = 173.416 ksi chk
7, 5
Page 5-B5-38
Chapter 5
Concrete Structures
TRAN :=
if GL lt < SE
i
lt
if SE < l t i
TR 1 if l t SE GL lt i i GL SE TR
i i
lt
TRAN =
TR
Page 5-B5-39
Concrete Structures
Chapter 5
PS1 := for i 1 .. rows( SE) Pp fpeP1 TRAN Aps i Pt fpeT1 TRAN Atemp i
PS1 =
ksi
STRESS1 =
ksi
PS1 PS1
i, 1 i, 2
+ ST
i , 11 i , 11
+ SB
Page 5-B5-40
Chapter 5
Concrete Structures
fc.TL.lim = 4.875 ksi ft.TL.lim = 0.520 ksi
PS2 =
ksi
Page 5-B5-41
Concrete Structures
Chapter 5
STRESS2 :=
+ ST
i, 1 i, 1
ksi
PS2 PS2
i, 1 i, 2
STRESS2 =
+ SB
fc.SH.lim = 5.525 ksi ft.SP.lim = 0.554 ksi
PS3 =
ksi
Pp Pp ECi , 2 PS i, 1 Stg Ag
PS PS
i, 2
Pp Pp ECi , 2 + Sbg Ag
Page 5-B5-42
Chapter 5
Concrete Structures
STRESS3 := for i 1 .. rows( SE) STR PS3 +
SB
i, j
ksi
i, 1
i, 1
j =1
ST
i, j
STR
i, 2
PS3
i, 2
j =1
STRESS3 =
STR
Page 5-B5-43
Concrete Structures
Chapter 5
PS4 :=
PS4 =
ksi
ST
i, j
ksi
PS4
i, 1
j =1
STRESS4 =
STR
i, 2
PS4
5
i, 2
SB
j =1 i, j
i, j
STR STR
i, 3
j =1
SS
(
Page 5-B5-44
Chapter 5
Concrete Structures
chk chk
8, 7 8, 8
8.5 Service I for Final with Live Load - Bridge Site 3 - Compressive Stresses
fpeP5 := fpe = 173.4 ksi
PS5 =
ksi
Page 5-B5-45
Concrete Structures
Chapter 5
STRESS5 :=
ksi
i, 1
i, 1
j =1
ST
i, j
+ ST
STRESS5 =
i , 10
SB
STR
i, 2
PS5
i, 2
j =1
i, j
STR
i, 3
j =1
SS
i, j
+ SS
i , 10
STR
fc.PPT.lim = 5.100 ksi 1 2 chk := if min STRESS5 , STRESS5 fc.PPT.lim , "OK" , "NG" = "OK" 8, 9
8.6 Fatigue I for Final with Live Load - Bridge Site 3 - Compressive Stresses
SFATLL := for i 1 .. rows( SE) Stress LLfat M FAT DFFAT 1 + IMFAT i St
SFATLL =
ksi
i, 1
Stress Stress
i, 2
Page 5-B5-46
Chapter 5
Concrete Structures
STRESS6 =
ksi
i, 1
j =1
ST
i, j
2 PS5 +
+ SFATLL i, 1 SB
i, 2
j =1
i, j
STR STR
i, 2
8.7 Service III for Final with Live Load - Bridge Site 3 - Tensile Stresses
STRESS7 := for i 1 .. rows( SE) STR PS5 +
ST + LLserIII ST i, j i , 10
ksi
i, 1
i, 1
j =1
STRESS7 =
STR
i, 2
PS5
i, 2
j =1
SB + LLserIII SB i, j i , 10
STR
Page 5-B5-47
Concrete Structures
Chapter 5
chk ft.PCT.lim = 0.000 ksi
8 , 11
Page 5-B5-48
Chapter 5
Concrete Structures
Mu =
kip ft
UM
k := 2 1.04
= 0.28
hf := ts = 7.0 in
Page 5-B5-49
Concrete Structures
Chapter 5
cfI := i
crI :=
i
0.85 f'cs 1 b w + k Aps dp i Aps fpu 0.85 f'cs 1 b e + k Aps dp i for i 1 .. rows( SE) c crI if 1 crI h f i i i c cfI otherwise i i c fpu
fpu
cI :=
dp =
in
cfI =
in
crI =
in
cI =
in
cI i fpsI := fpu 1 k i dp i
Page 5-B5-50
Chapter 5
Concrete Structures
fpsI =
ksi
fps := for i 1 .. rows( SE) FPS fpe TRAN if SE l t i i i f f if lt < SE ld FPS fpe + i i l d lt psIi pe FPS fpsI if ld < SE < GL ld i i i FPS fpe + i GL lt SE i ld lt fpsI fpe if GL ld SE < GL lt i i SE l t i
fps =
ksi
Page 5-B5-51
Concrete Structures
Chapter 5
cf := i cr :=
i
0.85 f'cs 1 b w Aps fps i 0.85 f'cs 1 b e for i 1 .. rows( SE) c cr if 1 cr h f i i i c cf otherwise i i c
c :=
a := 1 c i i
cf =
in
cr =
in
c=
in
a=
in
Page 5-B5-52
Chapter 5
Concrete Structures
) )
Mr =
kip ft
Mn =
kip ft
kip ft Mr
i
10000
5000
kip ft
100
Page 5-B5-53
Concrete Structures
Chapter 5
chk
9, 2
:=
= "OK"
M dnc :=
i
j =1
i, j 3
Sc := Sb = 25069 in
2 := 1.1 3 := 1.0
kip ft M cr.mod =
kip ft Mr =
kip ft
Page 5-B5-54
Chapter 5
Concrete Structures
chk
9, 3
CH "OK" for i 1 .. rows( SE)
= "OK"
:=
CH
Page 5-B5-55
Concrete Structures
Chapter 5
Vu =
kip
UV
de := d p i i
chk
10 , 1
:= if
2
i
Mn dvI :=
i
Aps fps i
Page 5-B5-56
Chapter 5
Concrete Structures
de =
in dvI =
in
dv =
in
dc := dv = 4.8600 ft rs
L
chk
10 , 2
Ph sin harp i
otherwise
Page 5-B5-57
Concrete Structures
Chapter 5
Ph =
kip
Vp =
kip
t + Y + EC h , N A , N A Apsv := if tg i , 1 2 p p s p i s
RF :=
i
fps i fpsI i
2
As := 0.0 in
M uv := max M u , Vu Vp d v i i i i i
s s
rc
if SE SE
i
rc
if SE SE
i
s otherwise
Apsv =
in
2
RF = M uv =
kip ft
s =
Page 5-B5-58
Chapter 5
Concrete Structures
:= 29 + 3500 s deg i i
4.8 := i 1 + 750 s i
deg
Page 5-B5-59
Concrete Structures
Chapter 5
s :=
i
in
return VR return VR
2, 2
if SE VR
i
1, 1 i rows( VR) , 1
s=
f'c Vc := 0.0316 ksi b v dv i i i ksi Av fy d v cot i i s
i
rows( VR) 1 , 2
if SE GL VR
k, 2
j =1
VR
j, 1
( )
Vs := i
Vc =
kip Vn =
kip v Vn =
kip
Page 5-B5-60
Chapter 5
Concrete Structures
chk
10 , 3
:=
= "OK"
kip v Vn kip
200 0
100
= "OK"
in
2
:=
Av.min =
Page 5-B5-61
Concrete Structures
Chapter 5
smax := i
vu := i
Vu v Vp i i v bv d v i
min 0.8 dv , 18in if vu < 0.125 f'c i i min 0.4 dv , 12in otherwise
ksi
smax =
in
chk
10 , 5
:=
= "OK"
vu =
cN := c = 0.75
if SE = 0ft SE = GL
i i
V Mui V Nu u i V 0.5 min V , u i cot 1 if SE SE GL SE + 0.5 + pi rc i rc si ( i) fps cN v dv i v i i V V u i 0.5 min V , u i V cot 1 otherwise a ( i) fps p i si v v i a
Page 5-B5-62
Chapter 5
Concrete Structures
chk
10 , 6
:=
= "OK"
Aps.req =
in
2
Av s Vu Qslab i Ic
i
Vui := i
cvi := 0.28ksi := 1.0 K1vi := 0.3 K2 := 1.8ksi Vni := mincvi b f + avf fy + Pc , K1vi f'cs bf , K2 b f i i
Vri := v Vni i i
Page 5-B5-63
Concrete Structures
Chapter 5
chk
10 , 7
:=
= "OK"
chk
10 , 8
:=
= "OK"
avf.min :=
i
return 0
in
ft
if
Vui i bf
< 0.210ksi
:=
= "OK"
Vui =
kip ft
Vri =
kip ft
avf =
in
2
avf.min =
in
2
ft
ft
Page 5-B5-64
Chapter 5
Concrete Structures
= 4.326 in
i
j =1
VR
j,1
VRi , 1 if i x AV AV + Av ceil VR
AV fs := 20ksi Pr := fs As.burst = 86.52 kip Pr.min := 0.04 fpbt Apstemp = 76.58 kip chk
10 , 10
Page 5-B5-65
Concrete Structures
Chapter 5
Harp P , e1 , e2 , E , I , x , L , b :=
)
x + 3 b 3 b L +
2 2 2
(2 6 E I b ( 6 E I
P e P e ( L x) 6 E I b
P e2 2 E I
x ( x L) if x b
return
3x + b 3 L x +
2
P e2 2 E I
2
x ( x L) if b < x < L b P e2 2 E I
return
( L x) + 3 b 3 b L +
x ( x L) if L b x
) )
H := Harp fpeP1 Nh Ap , EC
i
rm , 1
, EC
rs L , 1
, Eci , Ig, SE P2 , L , xh P2
i
Page 5-B5-66
Chapter 5
Concrete Structures
S =
in T =
in TR =
in H =
in
L ( L a) x if x < a
2 2 2 2
return return
P a ( L a) 3 E I L P a ( L x) 6 E I L
if x = a
2 2 2
L a ( L x)
otherwise
Page 5-B5-67
Concrete Structures
Chapter 5
UNIFORM ( w , x , L , E , I) :=
otherwise
G := UNIFORM wg , SE P2 , L , Eci , Ig i i
) ) )
SL := UNIFORM wpu + ws , SE P2 , L , Ec , Ig i i BAR := UNIFORM wb , SE P2 , L , Ec , Ic i i DIA := for i rsL .. rsR a 0ft 0in
i
rows( SE)
0in
G =
in SL =
in BAR =
in DIA =
in
Page 5-B5-68
Chapter 5
Concrete Structures
ktd( t , f ) :=
61 4
ksi
t + day
0.118
10.7 := cr 10day, 7day, f'ci = 0.215 40.7 := cr 40day, 7day, f'ci = 0.497
( ( (
) ) )
90.7 := cr 90day, 7day, f'ci = 0.657 120.7 := cr 120day, 7day, f'ci = 0.702
CR1min := 10.7 S + H + T + G i i i i i
) )
CR1max := 90.7 S + H + T + G i i i i i
Page 5-B5-69
Concrete Structures
Chapter 5
)(
) )
inCR2max =
in
)(
CR1min = in CR1max =
in CR2min =
C := SL + BAR
i i
)
EXCESS120 := D120 C
i i i
Page 5-B5-70
Chapter 5
Concrete Structures
D40 =
in
D120 =
0.5 D40 D120 C
rm rm rm
in
in
EXCESS120 =
in
C=
= 1.067 in
= 2.282 in
= 1.375 in := if EXCESS120
chk
11 , 1
rm
bslab.trans := ( BW + 2 cw) n = 311.51 in Islab2 := b slab.trans ts 12 = 8904.1 in Aslab2 := bslab.trans t s = 2180.6 in Ybs = 77.500 in
2 3 4
Page 5-B5-71
Concrete Structures
Chapter 5
Yb2 :=
= 47.48 in
Yt2 := d g Yb2 = 26.52 in Yts2 := ts + Yt2 = 33.52 in Islabc2 := Aslab2 Yts2 0.5ts Igc2 := Nb Ag Yb2 Ybg
+ Islab2 = 1974622 in
4
+ Nb Ig = 5179723 in
4
Deflection max
Loc Locations xLx while Loc
rows
, Deflection
Deflection max
Deflection
, Deflection
Page 5-B5-72
Chapter 5
Concrete Structures
Deflection SUPER := NL mp maxTRUCK ( 1 + IM) , 0.25 TRUCK ( 1 + IM) + LANE i i i i TRUCK := HL93Truck SE P2 , L
i i
) )
TRUCK =
in
in
chk
in
LANE =
SUPER =
11 , 2
Page 5-B5-73
Concrete Structures
Chapter 5
Sbg
M Lift =
kip ft
STLift =
ksi
SBLift =
ksi
fpeP.Lift := fpj + fpR0 + fpES = 187.5 ksi fpeT.Lift := fpj + fpR0 + fpEST = 193.8 ksi
Page 5-B5-74
Chapter 5
Concrete Structures
PSLift :=
PSLift =
ksi
STRESSLift := for i 1 .. rows( SE) STR STR STR PS Lift + STLift i, 1 i, 1 i PS Lift + SBLift i, 2 i, 2 i
STRESSLift =
ksi
( (
Page 5-B5-75
Concrete Structures
Chapter 5
chk
12 , 2
GL = 0.837 in
self := UNIFORM wg , SE L1 , LLift , Eci , Ig + rm ps := Straight fpeP1 Ns Ap , es , Eci , Ig, SE , GL ... rm + Straight fpeT1 Nt Ap , etemp , Eci , Ig , SE , GL ...
wg L1 LLift 16 Eci Ig
= 1.377 in
= 2.769 in
rm
)
)
yr := Ytg self + ps FoL = 37.612 in ei i := = 0.018 rad yr wg 6 5 1 L 5 L 2 L 3 + 3 L 4 L zo := + L1 Lift 1 Lift 1 Lift 12 Eci Iy GL 10 5 zo = 8.243 in
Page 5-B5-76
Chapter 5
Concrete Structures
Mlatrl 1 max := return min , if SE SE i rl1 i MLift rl 2 1 Mlati return min , if SE < SE < SE rl1 i rl2 MLift 2 i Mlatrl 2 return min , if SE SE i rl2 MLift rl 2 2
i zo FScr.l := + i yr maxi
1
M lat =
kip ft max =
rad FScr.l =
chk
12 , 3
( (
'max :=
= 0.1827 rad
z'o := zo 1 + 2.5 'max = 12.008 in yr 'max FSf := = 2.385 z'o 'max + ei FSf := max min FScr.l , FSf = 3.262
( (
Page 5-B5-77
Concrete Structures
Chapter 5
chk
12 , 4
SBShip :=
i
M Ship =
kip ft
STShip =
ksi
SBShip =
ksi
Page 5-B5-78
Chapter 5
Concrete Structures
PSShip := for i 1 .. rows( SE) Pp fpeP.Ship TRAN Aps i Pt fpeT.Ship TRAN Atemp i PS
Pt Ag Pt etemp Stg
ksi
i, 1
Pp Ag
Pp EC i, 2 Stg
PSShip =
Pp Pp ECi , 2 PS + i, 2 Sbg Ag
PS
Pt Pt etemp + + Ag Sbg
IMSH := 20%
Page 5-B5-79
Concrete Structures
Chapter 5
STRESSShip1 :=
STRESSShip1 =
ksi
Page 5-B5-80
Chapter 5
Concrete Structures
Wg kip in kip in kip in K := max 28000 , 4000 ceil = 32000 rad rad rad 18kip
r := K Wg = 225.77 in 10ft GL = 1.674 in
2
LS 1 FoLship := = 0.390 GL 3
ei.ship := eship + es.ship FoLship = 1.654 in hr := 24in zmax := 72in 2 = 36.0 in
wg
5 5 6 L 5 LS 6 LT L 4 2 3 2 2 3 2 4 zo.ship := 2LL LS + LL LS 2 LL LS LT + LS LT 2 LS LT 5 24 Ec Iy GL 5 5
Page 5-B5-81
Concrete Structures
Chapter 5
STRESSShip2 :=
for i 1 .. rows( SE) STR bf PS Ship + STShip M latINCL i, 1 i i 2Iy i, 1 bf PS Ship + STShip + M latINCL i, 2 i i 2Iy i, 1 b f.bot PS Ship + SBShip M latINCL i, 3 i i 2Iy i, 2 b f.bot PS Ship + SBShip + M latINCL i, 4 i i 2Iy i, 2
STR
STR
STR STR
M latINCL =
kip ft
ksi
STRESSShip2 =
fc.SH.lim = 5.525 ksi ft.SI.lim = 0.700 ksi
Page 5-B5-82
Chapter 5
Concrete Structures
MlatShrb L maxSh := return min , if SE SE i rbL 2 i MShiprb L MlatShi return min , if SE < SE < SE rbL i rbR MShip 2 i MlatShrb R return min , if SE SE i rbR 2 MShiprb R
r maxSh FScr.2 := i zo.ship maxSh + ei.ship + y maxSh i i
M latSh =
chk
12 , 10
kip ft
rad
maxSh =
FScr.2 =
( (
'maxS :=
Page 5-B5-83
Concrete Structures
Chapter 5
chk
12 , 11
Page 5-B5-84
Chapter 5
Concrete Structures
chk =
NumberNG :=
for i 1 .. rows( chk) for j 1 .. cols( chk) Num Num + 1 if chk Num
i, j
= 0.0 = "NG"
Page 5-B5-85
Concrete Structures
Chapter 5
Page 5-B5-86
Appendix 5-B6
1 Structure Design span Roadway width Girder spacing Skew angle No. of girder Curb width on deck,
Deck overhang (centerline of exterior girder to end of deck) Future overlay (2" HMA), 2 Criteria and assumptions 2.1 Design Live Load for Decks
+ cw kip ft
2
overhang = 4.375 ft
whma = 0.023
(3.6.1.3.3, not for empirical design method) Where deck is designed using the approximate strip method, specified in 4.6.2.1, the live load shall be taken as the wheel load of the 32.0 kip axle of the design truck, without lane load, where the strips are transverse.
if ( S 15 ft , "OK" , "NG" ) = "OK"
(3.6.1.3.3)
The design truck or tandem shall be positioned transversely such that the center of any wheel load is not closer than (3.6.1.3.1) for the design of the deck overhang - 1 ft from the face of the curb or railing , and for the design of all other components - 2 ft from the edge of the design lane. (3.6.1.3.4) For deck overhang design with a cantilever, not exceeding 6.0 ft from the centerline of the exterior girder to the face of a continuous concrete railing, the wheel loads may be replaced with a uniformly distributed line load of 1.0 klf intensity, located 1 ft from the face of the railing.
if ( overhang cw 6 ft , "OK" , "NG" ) = "OK"
Horizontal loads on the overhang resulting from vehicle collision with barriers shall be considered in accordance with the yield line analysis. 2.2 Dynamic Load Allowance (impact)
IM := 0.33
(3.6.2.1)
2.3 Minimum Depth and Cover (9.7.1) slab design thickness for D.L. calculation min. depth
ts1 := 7 in ts2 := 7.5 in if ( t s1 7.0 in , "OK" , "NG" ) = "OK"
Page 5-B6-1
Concrete Structures
Chapter 5
top concrete cover = 1.5 in. (up to #11 bar) (5.12.4 & Table 5.12.3-1) use 2.5 in. (Office Practice) bottom concrete cover = 1 in. (up to #11 bar) sacrificial thickness = 0.5 in. (2.5.2.4) 2.4 Skew Deck (9.7.1.3 and BDM 5.7.2 ) The primary reinforcement shall be placed perpendicular to the main supporting components.
fr2 := 0.37
ksi
(5.4.2.6)
Ec = 4224.0 ksi
(5.4.2.4)
4 Methods of Analysis Concrete deck slabs may be analyzed by using Approximate elastic methods of analysis, or Refined methods of analysis, or Empirical design. Per office practice, concrete deck slab shall be designed and detailed for both empirical and traditional design methods. 5 Empirical Design (9.7.2) 5.1 Limit States (9.5.1) For other than the deck overhang, where empirical design is used, a concrete deck maybe assumed to satisfy service, fatigue and fracture and strength limit states requirements. Empirical design shall not be applied to overhangs (9.7.2.2). 5.2 Design Conditions (9.7.2.4) For the purpose of empirical design method, the effective length S eff shall be taken as (9.7.2.3),
Page 5-B6-2
Chapter 5
Concrete Structures
The design depth of the slab shall exclude the loss that is expected to occur as a result of grinding, grooving, or wear.
if 18.0
Seff ts1
Seff ts1
= 11.491
core depth
if ( Seff 13.5 ft , "OK" , "NG" ) = "OK" if ( t s1 7in , "OK" , "NG" ) = "OK" if ( overhang 3 ts1 , "OK" , "NG" ) = "OK" overhang = 52.5 in 3 ts1 = 21 in
The deck is made composite with the supporting structural components. Composite construction for steel girder (N/A) A minimum of two shear connectors at 2 ft centers shall be provided in the M- region of continuous steel superstructures. 5.3 Optional deflection criteria for span-to-depth ratio (LRFD Table 2.5.2.6.3.1) For slabs with main reinforcement parallel to traffic (however, the criteria is used per Office Practice) Min. Depth (continuous span) where
Seff = 6.703 ft
5.4 Reinforcement Requirement (9.7.2.5) Four layers of reinforcement is required in empirically designed slabs. The amount of deck reinforcement shall be (C9.7.2.5) 0.27 in2/ft for each bottom layer (0.3% of the gross area of 7.5 in. slab) 0.18 in2/ft for each top layer (0.2% of the gross area) Try #5 @ 14 in. for bottom longitudinal and transverse,
0.31 in
2 1 ft
14 in
= 0.27 in
per ft
Page 5-B6-3
Concrete Structures
Chapter 5
#4 @ 12 in. for top longitudinal and transverse. Spacing of steel shall not exceed 18 in.
if ( 25 deg , "OK" , "NG" ) = "NG"
0.2 in
2 1 ft
12 in
= 0.2 in
per ft
if OK, double the specified reinforcement in the end zones, taken as a longitudinal distance equal to Seff.
6 Traditional Design 6.1 Design Assumptions for Approx. Method of Analysis (4.6.2) Deck shall be subdivided into strips perpendicular to the supporting components (4.6.2.1.1). Continuous beam with span length as center to center of supporting elements (4.6.2.1.6). Wheel load may be modeled as concentrated load or load based on tire contact area. Strips should be analyzed by classical beam theory. 6.2 Width of Equivalent Interior Strip (4.6.2.1.3) Strip width calculations are not needed since live load moments from Table A4-1 are used. Spacing in secondary direction (spacing between diaphragms):
Ld := L 4 Ld = 30.0 ft
Since
if
, where
Ld S
= 3.33
(4.6.2.1.5)
Therefore, all the wheel load shall be applied to primary strip. Otherwise, the wheels shall be distributed between intersecting strips based on the stiffness ratio of the strip to sum of the strip stiffnesses of intersecting strips. 6.3 Limit States (5.5.1) Where traditional design based on flexure is used, the requirements for strength and service limit states shall be satisfied. Extreme event limit state shall apply for the force effect transmitted from the bridge railing to bridge deck (13.6.2). Fatigue need not be investigated for concrete deck slabs in multi-girder applications (5.5.3.1). 6.4 Strength Limit States Resistance factors (5.5.4.2.1)
f := 0.90 v := 0.90
for flexure and tension of reinforced concrete for shear and torsion
Load Modifier
Page 5-B6-4
Chapter 5
Concrete Structures
for conventional design (1.3.3) for conventional level of redundancy (1.3.4) for typical bridges (1.3.5)
=1
D R I 0.95
(1.3.2)
Strength I load combination - normal vehicular load without wind (3.4.1) Load factors (LRFD Table 3.4.1-1&2):
dc := 1.25 dw := 1.50 L := 1.75
for component and attachments for wearing surface and utilities (max.) for LL
1 truck 2 trucks 3 trucks (Note; 3 trucks never control for girder spacings up to 15.5 ft, per training notes)
6.4.1 Moment Force Effects Per Strip (4.6.2.1.6) The design section for negative moments and shear forces may be taken as follows: Prestressed girder - shall be at 1/3 of flange width < 15 in. Steel girder - 1/4 of flange width from the centerline of support. Concrete box beams - at the face of the web. web thickness top flange width
bw = 6.13 in bf = 49 in
Design critical section for negative moment and shear shall be at dc, (4.6.2.1.6)
dc := min
bf 15 in 3
dc = 15 in
Maximum factored moments per unit width based on Table A4-1: (include multiple presence factors and the dynamic load allowance) applicability
Page 5-B6-5
Concrete Structures
Chapter 5
M LLp := 6.29
kip ft ft kip ft ft
2
M LLn := 3.51
M DCp = 0.81
kip ft ft kip ft ft
(max. +M DC)
M DWp :=
M DWp = 0.189
M DCn = 0.81
kip ft ft kip ft ft
M DWn = 0.189
) )
M up = 12.3
kip ft ft kip ft ft
M un = 7.44
6.4.2 Flexural Resistance Normal flexural resistance of a rectangular section may be determined by using equations for a flanged section in which case bw shall be taken as b (5.7.3.2.3).
1 := if f' c 4 ksi , 0.85 , 0.85 0.05 1 = 0.85
1 :=
(5.7.2.2)
dp = 5.7 in
As :=
dp dp
0.85 f f'c ft
2 M up ft barp = 5
As = 0.52 in sp := 7.5 in
use (bottom-transverse) #
Page 5-B6-6
Chapter 5
Concrete Structures
Ab( bar ) :=
0.20 in
2 2 2
1 ft sp
per ft
dn := ts1 2.0 in
dn = 4.69 in
As :=
0.85 f'c ft fy
dn dn
0.85 f f'c ft
2 M un ft barn = 5
As = 0.37 in
per ft
sn := 7.5 in
2
Asn = 0.5 in
Say OK
6.5 Control of Cracking by Distribution of Reinforcement (5.7.3.4) Service I load combination is to be considered for crack width control (3.4.1).
WSDOT Bridge Design Manual M 23-50.06 July 2011 Page 5-B6-7
Concrete Structures
Chapter 5
for component and attachments for wearing surface and utilities (max.) for LL
( (
) )
M sp = 7.29 M sn = 4.51
kip ft ft kip ft ft
for Class 2 exposure condition for deck (assumed) for Class 2 exposure condition for deck (assumed)
h = 7 in Asp d p 12 in Es Ec n = 6.866 n := Asn d n 12 in
n :=
( n)2 + 2 n n
k( ) 3
k p = 0.272 j p = 0.909
( )
j( ) := 1
( )
fsa :=
( )
for
barp = 5
dc := ( 1 in) +
dc = 1.3 in
s := 1 +
0.7( h d c)
s = 1.33
if sp
where
sp = 7.5 in
2 dc = 9.0 in
Page 5-B6-8
Chapter 5
Concrete Structures
k n = 0.295 M sn ft
( )
j n = 0.902
( )
fsa :=
Asn j n d n sn = 7.5 in
( )
for
dc := 2in +
dc = 2.31 in
s := 1 +
s = 1.705
if sn
where
sn = 7.5 in
2 dc = 7.3 in
say OK
6.6 Shrinkage and Temperature Reinforcement (5.10.8.2) For components less than 48 in. thick, where
Ag ksi fy Ag := ts2 1 ft
2
Atem := 0.11
Atem = 0.17 in
per ft
The spacing of this reinforcement shall not exceed 3 ts1 = 21 in top longitudinal bar := 4 s := 12 in As := Ab( bar ) 1 ft s
As = 0.2 in
per ft
OK
6.7 Distribution of Reinforcement (9.7.3.2) The effective span length Seff shall be taken as (9.7.2.3):
Seff = 6.70 ft
ts2 = 7.5 in
Page 5-B6-9
Concrete Structures
Chapter 5
As :=
percent 100
Asp
As = 0.33 in
per ft
1 ft s
2
use bar #
bar := 4
s := 7.5 in
As := Ab( bar )
As = 0.32 in
per ft
OK
6.8 Maximum bar spacing (5.10.3.2) Unless otherwise specified, the spacing of the primary reinforcement in walls and slabs shall not exceed 1.5 times the thickness of the member or 18 in.. The maximum spacing of temperature shrinkage reinforcement shall be as specified in 5.10.8.
1.5 ts1 = 10.5 in
OK
6.9 Protective Coating (5.12.4) Epoxy coated reinforcement shall be specified for both top and bottom layer slab reinforcements except only top layer when the slab is with longitudinal post-tensioning. 7 Slab Overhang Design (3.6.1.3.4) Horizontal loads resulting from vehicular collision with barrier shall be considered in accordance with the provisions of LRFD Section 13. (13.7.3.1.2) Unless a lesser thickness can be proven satisfactory during the crash testing procedure, the min. edge thickness for concrete deck overhangs shall be taken as 8 in. for concrete deck overhangs supporting concrete parapets or barriers. 7.1 Applicable Limit States (5.5.1) Where traditional design based on flexure is used, the requirements for strength and service limit states shall be satisfied. Extreme event limit state shall apply for the force effect transmitted from the bridge railing to bridge deck (13.6.2). 7.2 Strength Limit state Load Modifier
D := 1.00 R := 1.00 I := 1.00 := max
for ductile components and connections (1.3.3 & simplified) for redundant members (1.3.4) for operationally important bridge (1.3.5)
D R I 0.95
=1
(1.3.2)
for component and attachments for wearing surface and utilities (max.) for LL
Page 5-B6-10
Chapter 5
Concrete Structures
7.3 Extreme Event Limit State II Extreme event limit state shall apply for the force effect transmitted from the vehicular collision force. Load Modifier
D := 1.00 R := 1.00 I := 1.00 e := max
D R I 0.95
e = 1
(1.3.2)
for component and attachments for wearing surface and utilities (max.) for collision force
7.4 Vehicular Collision Force (13.7.2) Railing test level TL-4 applies for high-speed highways, freeways, and interstate highways with a mixture of trucks and heavy vehicles.
The transverse and longitudinal loads need not be applied in conjunction with vertical loads (A13.2). Design forces for railing test level TL-4 (LRFD Table A13.2-1), transverse longitudinal vertical (down) Effective Distances: transverse longitudinal vertical Min. design height, H, 7.5 Design Procedure (A13.3) Yield line analysis and strength design for reinforced concrete may be used.
Lt := 3.50 ft LL := 3.50 ft Lv := 18 ft Ft := 54 kip FL := 18 kip Fv := 18 kip
32 in.
use
H := 32 in
Page 5-B6-11
Concrete Structures
Chapter 5
7.6 Nominal Railing Resistance (A13.3) For F-shape barriers, the approximate flexural resistance may be taken as: Flexural capacity about vertical axis,
M w := 35.62 kip ft
Critical wall length, over which the yield mechanism occurs, Lc , shall be taken as:
2 8 H ( M b + M w) Lt Lc := + + Mc 2 2
Lt
Lc = 9.1 ft
For impact within a barrier segment, the total transverse resistance of the railing may be taken as:
2 M c Lc 2 Rw := 8 Mb + 8 Mw + H 2 Lc Lt
Rw = 131.11 kip
7.7 Design Load Cases (A13.4.1) Case 1 Transverse and longitudinal forces at extreme event limit state. Resistance factor (A13.4.3.2)
:= 1.0
(C13.7.3.1.2) Presently, in adequately designed bridge deck overhangs, the major crash-related damage occurs in short sections of slab areas where the barriers is hit. a. at inside face of parapet
M s := min( ( Rw 1.2 Ft ) ) H Lc + 2 H kip ft ft kip ft ft
M s = 11.97
M DCa := 0.45
cw = 0.875 ft
design moment
M u := e dc M DCa + CT M s
M u = 12.5
kip ft ft
Page 5-B6-12
Chapter 5
Concrete Structures
(A13.4.2) Deck overhang may be designed to provide a flexural resistance, M s , which is acting in coincident with tensile force, T (see memo),
T := min( ( Rw 1.2 Ft ) ) ft Lc + 2 H T = 4.49 kip
per ft
A = 8.25 in
7 in + ds :=
2.5 in cw
dia( baro) 2
ds = 4.7 in
T + 0.85 f'c ft fy
2 M u ft
As = 0.67 in
per ft
(1)
Check max. reinforcement (5.7.3.3.1) The max. amount of prestressed and non-prestressed reinforcement shall be such that where de
de := d s As fy T 0.85 1 f'c 1 ft de = 4.7 in
c :=
c = 1 in
if
de
c de
= 0.221
The section is not over-reinforced. Over-reinforced reinforced concrete sections shall not be permitted. b. at design section in the overhang Design critical section for negative moment and shear shall be at dc, (4.6.2.1.6)
dc := min
bf 15 in 3
dc = 15 in
At the inside face of the parapet, the collision forces are distributed over a distance Lc for the moment and Lc + 2H for the axial force. Similarly, assume the distribution length is increased in a 30 degree angle from the base of the parapet, Collision moment at design section,
WSDOT Bridge Design Manual M 23-50.06 July 2011 Page 5-B6-13
Concrete Structures
Chapter 5
M se :=
M s Lc Lc + 2 0.577 ( overhang cw d c)
M se = 9.31
kip ft ft
dead load moment @ dc from CL of exterior girder (see deck.gts STRUDL output)
overhang d c = 3.125 ft M DCb := 1.96 kip ft ft
design moment
M u := e dc M DCb + dw M DWb + CT M se
M u = 11.85
kip ft ft
per ft
per ft
(doesn't control)
(2)
c. at design section in first interior span The collision moment per unit width at the section under consideration can then be determined using the 30o distribution.
M s = 11.97 kip ft ft
Collision moment at at dc from the exterior girder, (see deck.gts output, barrierM factor for 1 kip-ft of Ms),
M si := M s 0.824 M si = 9.87 kip ft ft
dc = 1.25 ft
Page 5-B6-14
Chapter 5
Concrete Structures
M DCi := 2.11
kip ft ft
M DWi := 0.03
kip ft ft
design moment
M u := e dc M DCi + dw M DWi + CT M si
M u = 8.84
kip ft ft
d s ds
(3)
Case 2
Case 3
Check DL + LL
f := 0.9
For deck overhangs, where applicable, the 3.6.1.3.4 may be used in lieu of the equivalent strip method (4.6.2.1.3). a. at design section in the overhang moment arm for 1.0 kip/ft live load (3.6.1.3.4)
x := overhang cw 1 ft dc x = 15 in
M LL := M 1 wL x
factored moment
M u := dc MDCb + dw MDWb + L MLL ( 1.0 + IM) M u = 6.03 kip ft ft
Page 5-B6-15
Concrete Structures
Chapter 5
per ft
(doesn't control)
(4)
use the same D.L. + L.L moment as in previous for design (approximately) factored moment
M u = 6.03 kip ft ft
(doesn't control)
(5)
per ft
(top transverse) at edge of curb, put 1 #5 between every other top bar in the deck overhang region
2
As = 0.66 in
say OK
Determine the point in the first bay of the deck where the additional bars are no longer needed,
As := Ab( bar n) As fy 0.85 1 f'c 1 ft dia( barn) 2 1 ft sn As = 0.5 in
2
c :=
c = 0.9 in
de := ts1 2.0 in a := 1 c
de = 4.7 in
a = 0.7 in
d M cap := f As fy e
a 2
per ft
Page 5-B6-16
Chapter 5
Concrete Structures
d M cap := As fy e
per ft
By inspection of (1) to (5), no additional bar is required beyond design section of the first bay. Cut off length requirement (5.11.1.2)
15 dia( baro) = 0.781 ft
(controls by inspection)
8 Reinforcing Details 8.1 Development of Reinforcement (5.11.2.1.1) basic development length for #11 bar and smaller,
1.0 ft 1.25 Ab fy ksi Ldb( d b , Ab) := max in ksi f'c fy 0.4 d b ksi
2 ( ) = 15 in (0.75in , 0.44in2) = 18 in
For epoxy coated bars (5.11.2.1.2), with cover less than 3db or with clear spacing less than 6db ..........times 1.5 not covered above ......times 1.2 For widely spaced bars..... times 0.8 (5.11.2.1.3)
bars spaced laterally not less than 6 in. center-to-center, with not less than 3. in clear cover measured in the direction of spacing. For bundled bars..... times 1.2 for a three-bar bundle (5.11.2.3)
Lap Splices in Tension (5.11.5.3.1) The length of lap for tension lap splices shall not be less than either 12 in. or the following for Class A, B, or C splices: Class A splice ........ times 1.0 Class B splice ........ times 1.3 Class C splice ........ times 1.7
Page 5-B6-17
Concrete Structures
Chapter 5
Flexural Reinforcement (5.11.1.2) Except at supports of simple-spans and at the free ends of cantilevers, reinforcement shall be extended beyond the point at which it is no longer required to resist flexure for a distance not less than: the effective depth of the member, 15 times the nominal diameter of bar, or 1/20 of the clear span. No more than 50% of the reinforcement shall be terminated at any section, and adjacent bars shall not be terminated in the same section. Positive moment reinforcement (5.11.1.2.2) At least 1/3 the positive moment reinforcement in simple-span members, and 1/4 the positive moment reinforcement in continuous members, shall extend along the same face of the member beyond the centerline of the support. In beams, such extension shall not be less than 6 in. Negative moment reinforcement (5.11.1.2.3) At least 1/3 of the total tension reinforcement provided for negative moment at a support shall have an embedment length length beyond the point of inflection (DL + LL) not less than: the effective depth of the member, d 12.0 db, and 0.0625 times the clear span. Moment resisting joints (5.11.1.2.4) In Seismic Zones 3 and 4, joint shall be detailed to resist moments and shears resulting from horizontal loads through the joint. Q.E.D.
Page 5-B6-18
Appendix 5-B7
(f'ci + 1 ksi)
CIP slab,
f'cs := 4 ksi
Reinforcing Steel: (5.4.3) AASHTO M-31, Grade 60, Prestressing Steel: AASHTO M-203, uncoated 7 wire, low-relaxation strands (5.4.4.1) Nominal strand diameter, db := 0.375 in
Ap := 0.085 in
2
fy := 60 ksi
Es := 29000 ksi
(Trends now are toward the use of 3/8 in. diameter strand, per PCI J., 33(2), pp.67-109)
fpu := 270 ksi fpy := 0.90 fpu fpe := 0.80 fpy Ep := 28500 ksi fpy = 243 ksi fpe = 194.4 ksi
Design Method: LRFD Mechanical shear ties on the top of panels are not required per PCI, special report, PCI J., 32(2), pp. 26-45. Structure Design span Roadway width Girder spacing Skew angle no. of girder curb width on deck,
L := 89.07 ft BW := 53.0 ft S := 6.75 ft := 14.65 deg Nb := 8 cw := 10.5 in overhang := BW ( Nb 1 ) S 2 + cw overhang = 3.75 ft
Deck overhang (CL. of exterior girder to end of deck) slab design thickness
ts1 := 8.0 in
Page 5-B7-1
Concrete Structures
Chapter 5
ts2 := 8.5 in Wsip := 8.0 ft tcs1 := ts1 tsip tcs2 := ts2 tsip wc := 0.160 kcf Lsip := 6.34 ft tcs1 = 4.5 in tcs2 = 5 in tsip := 3.5 in
wdw := 0.140kcf 2 in
wdw = 0.023
kip ft
2
Minimum Depth and Cover (9.7.1) Min. Depth Min. SIP thickness
if ( t s2 7.0 in , "OK" , "NG" ) = "OK" if ( 0.55 ts2 > tsip 3.5 in , "OK" , "NG" ) = "OK"
top cover for epoxy-coated main reinforcing steel = 1.5 in. (up to #11 bar) = 2.0 in. (#14 & #18 bars) (5.12.4 & Table 5.12.3-1) bottom concrete cover (unprotected main reinforcing) = 1 in. (up to #11 bar) = 2 in. (#14 & #18 bars) sacrificial thickness = 0.5 in. (2.5.2.4) Optional deflection criteria for span-to-depth ratio (LRFD Table 2.5.2.6.3-1) Min. Depth (continuous span) where S = 6.75 ft (slab span length):
it true, the primary reinforcement may be placed in the direction of the skew; otherwise, it shall be placed perpendicular to the main supporting components.
Loads
The precast SIP panels support their own weight, any construction loads, and the weight of the CIP slabs. For superimposed dead and live loads, the precast panels are analyzed assuming that they act compositely with the CIP concrete. per foot
wsip := tsip wc wsip = 0.047 kip ft
2
Dead load
SIP panel
CIP slab
wcs := tcs2 wc
wcs = 0.067
kip ft
2
tb := 0.52
kip ft
Page 5-B7-2
Chapter 5
Concrete Structures
Weight of one sidewalk is Wearing surface & construction loads future wearing surface
tside := 0.52
kip ft
wdw = 0.023
kip ft
2
wcon := 0.050
kip ft
(9.7.4.1)
Note that load factor for construction load is 1.5 (3.4.2). Live loads (3.6.1.3.3, not for empirical design method) Where deck is designed using the approximate strip method, specified in 4.6.2.1, the live load shall be taken as the wheel load of the 32.0 kip axle of the design truck, without lane load, where the strips are transverse.
if ( S 15 ft , "OK" , "NG" ) = "OK"
(3.6.1.3.3)
M2 := 1.0
M1 := 1.2 IM := 0.33
(3.6.1.1.1.2)
(include the effect of multiple presence factors and the dynamic load allowance) applicability
if [ min( ( 0.625 S 6 ft ) ) overhang cw , "OK" , "NG" ] = "OK" if ( Nb 3 , "OK" , "NG" ) = "OK" kip ft ft
M LLp := 5.10
(3.6.1.3.4) For deck overhang design with a cantilever, not exceeding 6.0 ft from the centerline of the exterior girder to the face of a continuous concrete railing, the wheel loads may be replaced with a uniformly distributed line load of 1.0 KLF intensity, located 1 ft from the face of the railing.
if ( overhang cw 6 ft , "OK" , "NG" ) = "OK"
Load combination Where traditional design based on flexure is used, the requirements for strength and service limit states shall be satisfied. Extreme event limit state shall apply for the force effect transmitted from the bridge railing to bridge deck (13.6.2). Fatigue need not be investigated for concrete deck slabs in multi-girder applications (5.5.3.1).
Page 5-B7-3
Concrete Structures
Chapter 5
for conventional design (1.3.3) for conventional level of redundancy (1.3.4) for typical bridges (1.3.5)
D R I 0.95
=1
(1.3.2)
Strength I load combination - normal vehicular load without wind (3.4.1) Load factors (LRFD Table 3.4.1-1&2):
dc := 1.25 dw := 1.50 L := 1.75
per foot
Asip = 42 in
2
Isip := Ybp :=
Stp :=
Sbp :=
Isip Ybp
3
Ytp = 1.75 in
1.5
Stp = 24.5 in
Sbp = 24.5 in
f'c wc Ec := 33000 ksi ksi kcf f'ci wc Eci := 33000 ksi ksi kcf
1.5
Ec = 4722.6 ksi
(5.4.2.4)
1.5
(5.4.2.4)
Chapter 5
Concrete Structures
modular ratio,
b := 12 in Aslab :=
n :=
f'c f'cs
n = 1.118
b n
tcs1
Ybs := tsip +
tcs1 2 Yb
2
Yb :=
Islabc = 248.7 in
4
Ipc = 235.1 in
4
Ic := Islabc + Ipc
Ic = 483.8 in
@ bottom of panel
St :=
St = 1242.1 in
@ top of panel
Sts := n
Sts = 131.6 in
@ top of slab
Required Prestress Assume the span length conservatively as the panel length,
M sip := wsip Lsip 8 wcs Lsip 8
2 2
Lsip = 6.34 ft
M sip = 0.234
ft kip ft ft kip ft
M cip :=
M cip = 0.335
Page 5-B7-5
Concrete Structures
Chapter 5
For the superimposed dead and live loads, the force effects should be calculated based on analyzing the strip as a continuous beam supported by infinitely rigid supports (4.6.2.1.6)
M DW := 0.10 ft kip ft
M b := 0.19
kip ft ft
fb :=
(Msip + Mcip) ft
Sbp
(MDW + Mb + MLLp) ft
Sb
fb = 0.799 ksi
(5.9.4.2.2)
0 ksi
If P se is the total effective prestress force after all losses, and the center of gravity of stands is concentric with the center of gravity of the SIP panel:
Pse := fcreq Wsip tsip Pse = 268.43 kip
per panel
Nreq :=
Nreq = 18.35
Try
Np := 19
Prestress Losses Loss of Prestress (5.9.5) f pT = f pES + fpLT where, fpLT = long-term prestress loss due to creep of concrete, shrinkage of concrete, and relaxation of steel.
Page 5-B7-6
Chapter 5
Concrete Structures
steel relaxation at transfer (Office Practice) Curing time for concrete to attain f'ci is approximately 12 hours: set
fpj := 0.75 fpu log( 24.0 t) 40.0 fpj = 202.5 ksi t := 0.75 day
fpR0 :=
Given:
Ap = 0.085 in
straight strands
Np = 19
jacking force, fpj Np Ap = 327.04 kip (note: these forces include initial prestress relaxation loss, see C5.9.5.4.4b)
Aps = 1.615 in
2 2
Apsip = 0.202 in
ep := 0 in
concrete stress at c.g. of prestressing tendons due to the prestressing force immediately after transfer and the self-weight of the member at the sections of maximum moment. prestress tendon stress at transfer (LRFD Table 5.9.3-1) Guess values: psi := 194.4 ksi fcgp:
Given
ep = 0 in)
fcgp :=
Approximate Estimate of Time Dependent Losses (5.9.5.3) Criteria: Normal-weight concrete Concrete is either steam or moist cured Prestressing is by low relaxation strands Are sited in average exposure condition and temperatures
Page 5-B7-7
Concrete Structures
Chapter 5
Then,
fpLT := 10.0 fpi Apsip Asip h st + ( 12.0ksi) h st + fpR fpLT = 23.1 ksi
Stresses in the SIP Panel at Transfer Stress Limits for Concrete Compression: Tension:
0.60 f'ci = 2.4 ksi
Allowable tension with bonded reinforcement which is sufficient to resist 120% of the tension force in the cracked concrete computed on the basis of an uncracked section (5.9.4.1.2).
0.24 f'ci ksi ksi = 0.48 ksi
(Controls)
Because the strand group is concentric with the precast concrete panel, the midspan section is the critical section that should be checked.
Page 5-B7-8
Chapter 5
Concrete Structures
OK
OK
Stress Limits for Concrete Flexural stresses due to unfactored construction loads shall not exceed 65% of the 28-day compressive strength for concrete in compression or the modulus of rupture in tension for prestressed concrete form panels (9.7.4.1). The construction load shall be taken to be less than the weight of the form and the concrete slab plus 0.050 KSF. For load combination Service I: Compression: Tension:
0.65 f'c = 3.25 ksi
Modulous of rupture,
fr := 0.24 f'c ksi ksi fr = 0.54 ksi
Page 5-B7-9
Concrete Structures
Chapter 5
M cip = 0.33
M const := 0.050
M const = 0.25
ft kip ft
OK
OK
= 0.02 in
if
Lsip 0.25 in if Lsip 10 ft , "OK" , "NG" = "OK" 180 L sip 0.75 in otherwise min 240
min
Stresses in SIP Panel at Service Loads Compression: Stresses due to permanent loads
0.45 f'c = 2.25 ksi 0.45 f'cs = 1.8 ksi
Page 5-B7-10
Chapter 5
Concrete Structures
Tension:
0.0948 0 ksi f'c ksi ksi = 0.21 ksi
(5.9.4.2.2)
Compressive stresses at top of CIP slab Stresses due to permanent load + prestressing
(MDW + Mb) ft
Sts
= 0.026 ksi
OK
(MDW + Mb + MLLp) ft
Sts
= 0.49 ksi
< allowable
OK
Compressive stresses at top of the SIP panel Stresses due to permanent load + prestressing
Pe ft Asip
= 1.1 ksi
OK
= 1.15 ksi
< allowable
Stresses due to live load + one-half the sum of effective prestress and permanent loads,
0.5
Pe ft 0.5 ( Msip + Mcip) ft ( 0.5 MDW + 0.5 Mb + MLLp) ft = 0.6 ksi Stp St Asip
< allowable 0.40 f'c = 2 ksi OK
Tensile stresses at bottom of the SIP panel Stresses due to permanent and transient loads,
Pe ft Asip +
(Msip + Mcip) ft
Sbp
(MDW + Mb + MLLp) ft
Sb
< allowable
0.0948 0 ksi
OK
(BDM)
Page 5-B7-11
Concrete Structures
Chapter 5
for flexure and tension of reinforced concrete for flexure and tension of prestressed concrete for shear and torsion
M u := dc M DC + dw M DW + L M LLp
M u = 10.02
kip ft ft
Flexural Resistance (5.7.3) Find stress in prestressing steel at nominal flexural resistance, fps (5.7.3.1.1)
fpe = 171.249 ksi 0.5 fpu = 135 ksi
fpy fpu
k = 0.28
As := 0 in
2 2
A's := 0 in
(conservatively)
dp, distance from extreme compression fiber to the centroid of the prestressing tendons, dp := ts1 0.5 tsip Wsip = 96 in dp = 6.25 in
1 :=
1 = 0.85
Page 5-B7-12
(5.7.2.2)
WSDOT Bridge Design Manual M 23-50.06 July 2011
Chapter 5
Concrete Structures
dp
Check stress in prestressing steel according to available development length, ld Available development length at midspan of the SIP panel,
ld := 0.5 Lsip ld = 3.17 ft
fpsld :=
ksi +
fpe
per panel
d M n := Aps fps p
per panel
M r :=
Mr Wsip
M r = 16.81
kip ft ft
per ft where
M u = 10.02 kip ft ft
Mu Mr = 1
OK
Limits of Reinforcement Minimum Reinforcement (5.7.3.3.2) Compressive stress in concrete due to effective prestress force (after all losses) at midspan
fpeA := Pe ft Asip fpeA = 0.82 ksi
(compression)
Page 5-B7-13
Concrete Structures
Chapter 5
Sb Sbp
where
1.2 M cr = 14.13
kip ft ft
M r 1.2 M cr = 1
OK
M r = 16.81
kip ft ft
Negative Moment Section Over Interior Beams Deck shall be subdivided into strips perpendicular to the supporting components (4.6.2.1.1). Continuous beam with span length as center to center of supporting elements (4.6.2.1.6). Wheel load may be modeled as concentrated load or load based on tire contact area. Strips should be analyzed by classical beam theory. Spacing in secondary direction (spacing between diaphragms):
Ld := L 1.0 Ld = 89.07 ft
Since
Ld S
1.50 = 1
, where
Ld S
= 13.2
(4.6.2.1.5)
therefore, all the wheel load shall be applied to primary strip. Otherwise, the wheels shall be distributed between intersecting strips based on the stiffness ratio of the strip to sum of the strip stiffnesses of intersecting strips. Critical Section The design section for negative moments and shear forces may be taken as follows: Prestressed girder - shall be at 1/3 of flange width < 15 in. Steel girder - 1/4 of flange width from the centerline of support. Concrete box beams - at the face of the web. top flange width
bf := 15.06 in
Design critical section for negative moment and shear shall be at d c, (4.6.2.1.6)
1 dc := min 3 bf 15 in
dc = 5 in
Page 5-B7-14
Chapter 5
Concrete Structures
Maximum factored moments per unit width based on Table A4-1: (include multiple presence factors and the dynamic load allowance) applicability
for S = 6.75 ft
M LLn := 4.00
kip ft ft
(dead load from deck overhang and sidl only, max. -M at dc at interior girder, conservative)
dc S
= 0.062
M DWn := 0.10
M un = 7.38
kip ft ft
Design of Section Normal flexural resistance of a rectangular section may be determined by using equations for a flanged section in which case b w shall be taken as b (5.7.3.2.3).
1 := if f' cs 4 ksi , 0.85 , 0.85 0.05
1 :=
1 = 0.85
(5.7.2.2)
barn := 5 0.5 in if bar = 4
assume bar #
dia( bar) :=
0.625 in if bar = 5 0.75 in if bar = 6 0.875 in if bar = 7 dn := ts2 2.5 in dia( bar n) 2 dn = 5.69 in
Page 5-B7-15
Concrete Structures
Chapter 5
As :=
0.85 f'cs ft fy
dn dn
0.85 f f'cs ft
2 M un ft barn = 5
As = 0.3 in
per ft
sn := 9 in
Ab( bar ) :=
0.20 in
per ft
Maximum Reinforcement (5.7.3.3.1) The max. amount of prestressed and non-prestressed reinforcement shall be such that where
de := d n c := if c Asn fy 0.85 1 f'cs 1 ft c = 0.72 in c de
de
= 0.126
The section is not over-reinforced. Over-reinforced reinforced concrete sections shall not be permitted. Minimum Reinforcement (5.7.3.3.2)
f'cs ksi
ksi
n :=
n = 6.866
n=7
Agc = 102 in
ds = 3.5 in
Yts :=
Yts = 4.23 in
Page 5-B7-16
Chapter 5
Concrete Structures
Icg :=
ft ts2 12
Icg = 615.49 in
M cr :=
M cr = 5.817 kip ft
s := 1 +
s = 1.581
M sn = 4.28 Es Ecs
n :=
n := ceil( ( n 0.495) )
k( ) :=
( n)2 + 2 n n
k( ) 3
k( ) = 0.252 j( ) = 0.916
fsa :=
if sn
where
sn = 9 in
2 d c = 9.3 in
Page 5-B7-17
Concrete Structures
Chapter 5
Atem := 0.11
Atem = 0.19 in
per ft
The spacing of this reinforcement shall not exceed 3 ts1 = 24 in top longitudinal bar := 4 s := 12 in As := Ab( bar ) 1 ft s
or 18 in.
2
As = 0.2 in
per ft
OK
Distribution of Reinforcement (9.7.3.2) The effective span length Seff shall be taken as (9.7.2.3): web thickness top flange width
bw := 7 in bf = 15.06 in bf b w 2
Seff := S bf +
Seff = 5.83 ft
per ft
1 ft s
2
ft As = 0.62 in
use bar #
As := Ab( bar )
per ft
OK
Maximum bar spacing (5.10.3.2) Unless otherwise specified, the spacing of the primary reinforcement in walls and slabs shall not execeed 1.5 times the thickness of the member or 18 in.. The maximum spacing of temperature shrinkage reinforcement shall be as specified in 5.10.8.
1.5 ts1 = 12 in
OK
Protective Coating (5.12.4) Epoxy coated reinforcement shall be used for slab top layer reinforcements except when the slab is overlayed with HMA.
Page 5-B7-18
Appendix 5-B8
W35DG Deck Bulb Tee, 48" Wide
Flexural Design Example, LRFD 2005
Precast Concrete := :=
:= :=
:=
:=
Rupture Modulus
:=
Page 5-B8-1
Concrete Structures
Chapter 5
Span Length (bearing to bearing) := Top flange width (i.e. girder spacing) := Section depth := Gross area (used for dead weight calculations) := Section Properties := := := :=
:=
:=
:=
Page 5-B8-2
Chapter 5
Concrete Structures
:= DC: Diaphragms (at 1/3 points) := DC: Traffic Barriers (1/3 of F-shape) :=
HL-93 loading is travelling in 2 traffic lanes; for the maximum force effect taken at midspan: := +
this includes a 33% dynamic load allowance and a multiple presence factor of 1.0 Live Load Distribution Factor (design for interior beam): Number of lanes := From AASHTO Table 4.6.2.2.2b-1 := := +
:= +
Page 5-B8-3
Concrete Structures
Chapter 5
:=
:=
:=
Conservatively, the design moment will be the maximum dead and live load moments at midspan Service I := + + Service III := + + Strength I := + + = = =
Page 5-B8-4
Chapter 5
Concrete Structures
+ ( ) >
:=
( ) <
( )
<
( ) < ( ) <
=
Distance to the prestressing steel C.G. measured from the bottom of the girder at midspan: := := := + := + + =
:=
Page 5-B8-5
Concrete Structures
Chapter 5
Which gives a midspan strand eccentricity: := The prestressing geometry at end of girder is: Transfer Length := Self-weight moment at transfer point = =
:=
Prestress offset of harped strands at bottom of girder end := Prestress offset at transfer point Offset of harped strands from girder bottom := =
:=
Page 5-B8-6
Chapter 5
Concrete Structures
Jacking PS force: := := Estimate of initial PS force after release, Psr : := Elastic Shortening Losses = =
:=
:=
:=
Page 5-B8-7
Concrete Structures
Chapter 5
( ) +
:= +
OK
Page 5-B8-8
Chapter 5
Concrete Structures
OK
OK
OK
Allowable concrete stress at midpsan Compression; Cases I, II, and III: = = = Tension (per BDM): Concrete stress at midspan: (Tension check under Service III load) (Under total dead load) (Under half of permanent loads and full live load) (Under full Service I load)
+ + :=
:=
OK
+ + +
OK
+ :=
OK
Page 5-B8-9
Concrete Structures
Chapter 5
:= +
Steel stress at service Allowable steel stress; AASHTO LRFD 5.9.3: =
OK
:=
( + + )
:= +
= = OK
( )
+
)
=
:=
)
:=
:=
Page 5-B8-10
Chapter 5
Concrete Structures
:=
+ OK
Maximum RF
( )
Mimumum RF
OK
+ :=
:= +
Mn must be greater than the lesser of 1.2 Mcr and 1.33 Mu (LRFD 5.7.3.3.2)
= = = OK
Self-Weight Effect:
Page 5-B8-11
Concrete Structures
Chapter 5
:= Prestress Effect:
:= :=
+
=
( ) :=
Superimposed Loads +
:=
Long-term deflections from BDM multiplier method (Table 5-20): Camber at Transfer := + Camber at 2000 days := + Deflection from barrier and overlay := Final Camber := + = = = =
Page 5-B8-12
Appendix 5-B9
General Input AASHTO LRFD Specifications Reference Prelim.Plan, Sh 1 Girder type: 18 Prestressed Precast Flat Slab BDM 5.6.2-A Span Length: L = 58.00 ft C.L. to C.L. Bearing BDM fig. 5-A-XX Lg = 58.83 ft End to End Girder Length: Prelim.Plan, Sh 1 Bridge Width: W = 42.75 ft Deck Width " Number of Lanes 2 " qskew = 0.00 degrees Skew Angle: Girder Section Properties BDM fig. 5-A-XX Girder Width: b= 4.00 ft = 48.00 in " Girder Depth: d = 18.00 in = 1.50 ft Height h= 23.00 in ttf = 4.50 in (from top of void to bottom of slab). Top Flange Thickness " Bottom Flange Thickness tbf = 4.50 in (from bottom of void to bottom of girder). " hf = td + ttf = 9.50 beachV = 9.00 in Width of each Void " 2 bw = Net Width of Girder 21.00 in Aactual = 5.25 in " Adesign= 5.50 Nv = 3 Number of Voids in2 2 Aeach v = Area of Each Void 63.62 in " 2 " Av = 190.85 in Void Area: Void Perimeter each= 28.27 in 2 Ag = 673.15 in Area of Girder " 2 Ad = 240.00 in Area of Deck + Leg 2 Acomp = 913.15 in Area of Comp. Sect. Prelim.Plan, Sh 2 Ng = 10 W/b = 10.69 Number of girders wTB = 0.50 k/ft Wt of barrier td = 5.00 in Thickness of deck w = for calculating Ec Wt of Concrete 0.155 kcp BDM 5.1.1-D c w = Wt of Concrete 0.160 kcp for dead load calculations cd BDM 3.1.1 Strength of Concrete BDM 5.1.1-A.1 fc' = 4.0 ksi Deck BDM 5.1.1-A.2 fci' = fc' = 8.5 ksi Transfer 7.0 ksi Final *Modulus of Elasticity (girder), *Modulus of Elasticity (deck), *Modulus of Elasticity (transfer), nc = Modulus of Rupture, Modulus of Rupture to calculate min. reinforcement, Poisson's ratio =
E
c c
= 33000 w
1 .5 c 1 .5 c
1 .5 c
f ' = c
5871.1
ksi ksi
BDM 5.1.1-D LRFD 5.4.2.4-1
= 33000 w
f ' = 4027.6 c
f ci ' = 5328.0
ci
= 33000 w
1.46
LRFD 5.7.1
0.700
ksi ksi
LRFD 5.4.2.6
rMcr min
= 0 . 37
f ' = 1.08 c
0.2
"
m=
LRFD 5.4.2.5
Page 5-B9-1
Concrete Structures
Chapter 5
Reference
Reinforcing Steel - deformed bars f'y = Yield strength 60.00 ksi Es = 29000.00 ksi Elastic modulus Prestressing Input Strand diam. Ultimate Strength Yield Strength db =
BDM 5.1.3-A 0.60 in Area = 0.217 in2 LRFD Table 5.4.4.1-1 fpu = 270.00 ksi fpy = .9 fpu = 243.00 ksi " LRFD Table 5.9.3fpbt = 0.75 fpu = 202.50 ksi Prior to Transfer 1 " fpe = 0.8 fpy = 194.40 ksi Effective Stress Limit LRFD 5.4.4.2 Ep = 28500 ksi. Modulus of elasticity, BDM fig. 5-A-XX Number of Bonded Strands ~2 in from Bottom 14 " Number of Bonded Strands ~4 in from Bottom 6 Eccentricity (E) " Number of Bonded Strands ~6 in from Bottom 0 E = 4.71 in " Number of Debonded Strands ~2 in from Bottom 4 OK OK " Number of Debonded Strands ~4 in from Bottom 0 OK Total Number of Bottom Strands 24 50 OK Total Number of Top Strands 4 6 OK Eccentricities of Prestress Strands BDM fig. 5-A-XX C. G. of bottom strands to bottom of girder = 2.50 in. " C. G. of top strands to bottom of girder = 15.00 in. " C. G. of bonded bottom strands to C.G. of girder, ebb = 6.40 in. " C. G. of debonded strands to C.G. of girder, edb = 7.00 in. " C. G. of all bottom strands to C.G. of girder, eb = 6.50 in. " C. G. of top strands to C.G. of girder, et = 6.00 in. E = C. G. of all strands to C.G. of girder = 4.71 in. Output Jacking Force, Pj = 1230.4 kips HS20-44 Force Effect: See Section 7 Live Load Force Effect: Moment = 1294.23 ft-kips per lane " Reaction = 95.69 kips per lane Service Limit State Top of Girder Bottom of Girder Check Concrete Stresses at Transfer Load Case Calculated Allowable Calculated Allowable DL+P/S At dv 0.099 0.503 -3.021 -4.200 OK DL+P/S At mid-span -1.031 0.503 -2.378 -4.200 OK Load Case Calculated Allowable Calculated Allowable Concrete Stresses at const. DL+P/S -1.639 0.503 -1.463 -4.200 At mid-span OK Limit State I Limit State III Concrete Stresses at Service DL+LL+P/S -2.430 -5.100 -2.584 0.000 At mid-span OK -0.146 0.000 OK DL+P/S -1.639 -3.825 OK LL+1/2DL+1/2P/S -1.556 -3.400 OK Strength Limit State Mu = 1386 f Mn = 1856.9 Moment at Mid-span, ft-kips OK
Page 5-B9-2
Chapter 5
Concrete Structures
Concrete Structures
Chapter 5
11 Strength Limit State Resistance factors Flexural forces NG Mu No Check Flexural resistance OK for rectangular section Nominal flexural resistance Minimum reinforcement Development of prestressing strand OK developed 12 Shear Design Design procedure Effective Web Width, bv, and Effective Shear Depth, dv Component of Prestressing Force in Direction of Shear Force, Vp Shear Stress Ratio Factored shear force fpo Factored moment Longitudinal Strain (Flexural Tension) Determination of b and q Shear strength Required shear strength Maximum spacing of shear reinforcement Minimum shear reinforcement OK for Min. Transverse Reinf. Longitudinal reinforcement OK for Longitudinal Reinforcement 13 Deflection and Camber Deflection due to prestressing forces at Transfer Deflection due to weight of Girder Deflection due to weight of Traffic Barrier TB Deflection due to weight of Deck and Legs Deflection (Camber) at transfer, Ci Creep Coefficients (Table 13-1) Final Deflection Due to All Loads and Creep Time Verses Deflection Curve (fig. 13-1) References
OK for deflection
Page 5-B9-4
Chapter 5
Concrete Structures
Specification Reference
Prelim Plan, Sh 1
2 Live load
HL-93
Vehicular live load designated as " HL-93 " shall consist of a combination of : Design truck or design tandem, plus Design lane load Design truck is equivalent to AASHTO HS20-44 truck. The design lane shall consist of a 0.64 klf, uniformly distributed in the longitudinal direction. Design lane load shall be assumed to be uniformly distributed over 10 ft width in the transverse direction. Design tandem shall consist of a pair of 25.0 kip axles spaced at 4'-0" apart Number of design lanes: Integer part of : Width / ( 12 ft lane ) = and 2 lanes if width is 20-24ft.
LRFD 3.6.1.2.2
LRFD 3.6.1.2.4
LRFD 3.6.1.2.3
LRFD 3.6.1.1.1
Lanes
3 Material Properties
Concrete
LRFD Specifications allows a concrete compressive strength with a range of 2.4 to 10.0 ksi at 28 days. Compressive strength for prestressed concrete and decks shall not be less than 4.0 ksi.
LRFD 5.4.2.1
LRFD 5.9.4
LRFD 5.9.4.2.2
f t = 0 . 19
t
BDM 5.2.3-B
ci
= 0 . 19
' c
Shipping
"
Page 5-B9-5
Concrete Structures
Chapter 5
"
Torsional Moment of Inertia J = 55820 Section Modulus: Girder (Bottom) (Top) Composite (Bottom)
in4
Sb =
St =
Ig y bg
Ig y tg
=
=
Sb =
St =
I comp ybc
I comp y tgc I comp
=
=
St =
y tsc
Page 5-B9-6
Chapter 5
Concrete Structures
Table 5-2: Moment of Inertia Transformed section, I Ad2 Yb Area Ix` d 2 4 (in ) (in ) (in4) (in) (in) 673.15 9.00 22021.6 2.3 3438.0 Girder 0.00 0.00 0.0 0.0 0.0 Legs Deck 20.50 164.64 500.0 -9.2 14056.6 Composite 837.8 11.26 Ybgt = Ybct = 9.00 in 11.26 in Ytgt = Ytgct = Ytsct = 9.0 in 6.7 in 11.7 in
Composite
S bt =
S ttg =
I compt
I compt
y bct
=
S tts =
ytgct I compt
ytsct
6 Limit State
Each component and connection shall satisfy the following equation for each limit state :
iQ i R n = R r
Where: for loads& which a max. value of gi is appropriate Load Modifier for Ductility, Redundancy, Operational Importance hi = 0 .95
i R I
LRFD 1.3.2.1-2
hi =
D R I
hD = hR = hI = hi =
Qi Rn = Rr
Load Factor, statistically based multiplier applied to force effects Force Effect (Moment or Shear) Resistance Factor Nominal Resistance Factored Resistance
LRFD 1.3.2.1 " " " "
Where: gi = Qi = f= Rn = Rr =
Page 5-B9-7
Concrete Structures
Chapter 5
Q =
iQ
LFRD 3.4.1-1
i
Where: gi = Load Factors specified in Tables 1 & 2 Qi = Force Effects from loads specified in LRFD Strength-I load combination relating to the normal vehicle use of the bridge without wind. Service-I load combination relating to the normal operational use of the bridge. Service-III load combination relating only to tension in prestressed concrete structures with the objective of crack control.
LRFD 3.4.1 " " "
Q Strength I = DC DC + DW DW + 1 .75( LL + IM )
QService-I = 1.0 (DC + DW) + 1.0 (LL + IM) QService-III = 1.0 (DC + DW) + 0.8 (LL + IM) Effects due to shrinkage and creep are not considered.
Page 5-B9-8
Chapter 5
Concrete Structures
So the
Near Center line Mmax = 770.759 At dv Vmax = 58.67 Lane Loading M@dv = 25.4199 M@CL 269.12
M(LL+IM)= V(LL+IM)=
LRFD 4.6.2.2
LRFD 3.6.1.1.2
LRFD 4.6.2.2.2b
60 in 120 ft 20
" "
" "
Page 5-B9-9
Concrete Structures
Chapter 5
Skew Reduction Factor for Moments Skew (qskew), 0 Range of applicability: o o if skew is 60 then use skew = 60 Reduction Factor = 1.05 - 0.25 tan(q) 1.0 Reduction Factor = 1.000 Moment Distribution Factor for Skewed Interior girder, DFMInt = 0.301
0.00
60o
Moment Distribution Factor for Exterior girder, DFMExt For Multibeam deck bridges within the range of applicability and conditions as follows, the approximate method of live load distribution applies : DFMExt = e x DFMInt Where Skew Reduction Factor is included in DFMInt and Correction Factor
e = 1.04 +
barrier footprint = de = e=
de 1 .0 25
"
LRFD 4.6.2.2.2d
DFVInt
b = 130 L
b = 156
0.4
0 .15
Ic J
0 . 05
0.447
DFVInt
b Ic 12 .0 L J
0.1
0.05
b = 48
0.456
"
Page 5-B9-10
Chapter 5
Concrete Structures
Skew Reduction Factor for Shear Range of applicability: Skew (qskew), 0 Span length (L), 20 Depth of beam or stringer (d), 17 Width of beam (b), 35 Number of Beams (Nb), 5
0.00 58.00 18 48 10
60o 120 ft 60 in 60 in 20
RF = 1 .0 +
12 .0 L tan = 1.000 90 d
"
Shear Distribution Factor for Skewed Interior Girder, DFVInt = 0.456 Shear Distribution Factor for Skewed Exterior Girder For Multibeam deck bridges within the range of applicability and conditions as follows, the approximate method of live load distribution applies : Range of applicability: One design lane loaded: Overhang, de = Width of Beam (b), 35 2.00 48.00 2.0 ft 60
LRFD 4.6.2.2.3b LRFD 4.6.2.2.1
"
e = 1 . 25 +
de 1 .0 = 20
1.06
"
"
"
d + b / 12 2 e =1+ e 40
DFVExt = e x DFVInt (48/b)
0 .5
1 . 0 = 1.32
"
"
Shear Distribution Factor for Skewed Exterior Girder, DFVExt = 0.600 Table 7-2: Summary of Live Load Distribution Factors: Moment DFVInt = DFMInt = 0.301 Girder Interior Girder = DF DF 0.337 Exterior Girder MExt VExt =
Page 5-B9-11
Concrete Structures
Chapter 5
40.63 45.51
Moment, ft-kips 3' 6' 9' 84.01 157.34 219.98 94.09 176.22 246.38 Shear, kips
0.5 L
389.72 436.49
dv
43.63 57.43
0.5 L
8 Computation of Stresses
Stresses due to Weight of Girder
Sign convention:
Unit weight girder, wg = 0.72 k/ft Transfer Length = db (60) = 36.00 in Table 8-1 VG (kips) x (ft) dv = 1.38 20.01 3.00 18.84 L VG = wG x = 6.00 16.67 2 9.00 14.49 mid-span = 29.00 0.00 Table 8-2 MG (ft-kips) x (ft) 28.31 dv = 1.38 59.78 3.00 w x M G = G (L x ) = 113.03 6.00 2 159.77 9.00 304.68 mid-span = 29 At Transfer Using Full Length of the Girder Table 8-3 VG (kips) x (ft) dv = 1.80 20.01 3.00 19.14 L VG = wG x = 6.00 16.97 2 9.00 14.79 mid-span = 29.42 0.00 Table 8-4 MG (ft-kips) x (ft) 37.13 dv = 1.80 60.68 3.00 w x M G = G (L x ) = 114.84 6.00 2 162.48 9.00 313.50 mid-span = 29.4167
LRFD 5.11.4.1
"
"
Page 5-B9-12
Chapter 5
Concrete Structures
Table 8-5: Stresses due to Girder Dead Load, sG dv 3 ft Top of girder ksi -0.139 -0.293 Bottom of girder ksi 0.139 0.293 Top of girder at transfer ksi -0.182 -0.298 Bottom of girder at transfer ksi 0.182 0.298
0.5 L
0.17
k/ft
BDM 5.6.2-B.2.d
0.5 L
VD+L
Page 5-B9-13
Concrete Structures
Chapter 5
M D+L
Table 8-11: Stresses due to Deck and Legs, sDW 3 ft dv Top of girder ksi -0.056 -0.119 Bottom of girder ksi 0.056 0.119
6 ft -0.224 0.224
9 ft -0.317 0.317
0.5 L
-0.605 0.605
0.5 L
Summary of stresses at dv
Table 8-13: Stresses, ksi Weight of Girder Weight Traffic Barrier Weight of Deck Live Load plus Impact Service - I Live Load plus Impact Service - III Top of girder -0.139 --0.056 --Bottom of girder 0.139 -0.056 --Top of slab -0.019 -0.131 -0.104 Top of Bottom of girder girder -0.010 -0.071 -0.057 0.020 0.143 0.114
LRFD 5.9.5.1
Page 5-B9-14
Chapter 5
Concrete Structures
LRFD 5.9.5.3
19.53
ksi
LRFD 5.9.5.3-1
Losses due to elastic shortening should be added to time-dependent losses to determine the total losses.
1148.4
kips ksi
BDM 5.1.4-A
Pi Pi e 2 f ps = = -2.86 Ag I g
fg = M ge Ig = 0.78
-2.08
ksi ksi
BDM 5.1.4-3
Ep f pES = E ci
f cgp =
11.14
ksi
LRFD 5.9.5.2.3a-1
fpT = fpES + fpLT = 30.67 ksi Above relaxation losses not added to Time Dependent Losses, but will be used for Service Limit State Total Transfer PS Losses, Section 10.
LRFD 5.9.5.1-1
Page 5-B9-15
Concrete Structures
Chapter 5
Bottom Strands Debonded Strands @ 3' Debonded Strands @ 6' Debonded Strands @ 9' Top Strands
Prestressing stress (using the full length of the girder) dv 1.40 3.00 6.00 P M ps + =ksi 0.28 f p ( top ) = 0.28 0.28
Ac
St
-3.20
Force per strand P / N = Aps(fpbt-DfpT) = 37.29 kips Table 10-2: No. of Force per Total strands Strand, kips force Bottom Strands 20 37.29 745.74 Debonded Strands @ 3' 0 37.29 0.00 Debonded Strands @ 6' 2 37.29 74.57 Debonded Strands @ 9' 2 37.29 74.57 Top Strands 4 37.29 149.15 P ( kips )= 895 dv 3 P ( kips )= 894.89 P ( kips )= 895 6 P ( kips )= 969 9 P ( kips )= 1044 mid Prestressing stress after all losses (noncomposite) dv 3.00 P M ps 0.26 0.26 + = ksi f p ( top ) =
BDM 5.1.4-A.1
Eccent. Moment in. in-kip 6.40 4773 7.00 0 7.00 522 7.00 522 -6.00 -895 Mp(in-k) = 3878 Mp(in-k) = 3878 Mp(in-k) = 3878 Mp(in-k) = 4400 Mp(in-k) = 4922
Ac
St
9 0.36 -3.24
f p ( bottom )
P M ps ksi = = Ac Sb
-2.91
-2.91
Page 5-B9-16
Chapter 5
Concrete Structures
.5(gir+ps+deck+barr)+(LL+im) fg[topLL+(1/2DL+PS)] = -0.05 -0.24 -0.56 fg[botLL+(1/2(DL+PS))] = -1.21 -0.93 -0.47 Stresses due at service III load combination: fg[bot.8*LL+(DL+PS)] = -2.58 -2.22 -1.61
"
BDM 5.2.3-B;
"
"
"
Stresses at transfer
The prestressing force may be assumed to vary linearly from zero at free end to a maximum at transfer length, lt. lt = 60 x dstrand/12 = 3.00 ft = 36.00 in.
LRFD 5.5.4.1
Page 5-B9-17
Concrete Structures
Chapter 5
Resistance factors
= = = =
Flexural forces
Strength - I load combination is to be considered for normal vehicular load without wind. Load factors : Components and attachments (Girder + TB + Deck) DC = 1.25 DW = 1.50 Wearing surface (SIDL or ACP) LL = 1.75 Vehicular load (LL + Impact) Flexural moment = 1.0 [ 1.25 DC + 1.5 DW + 1.75 (LL+IM)] Mu = 1386.5 ft.-kips Checked using QConBridge program, Mu = 200.0
LRFD 3.4.1
" "
ft.-kips
NG Mu No Check
Flexural resistance
For practical design an equivalent rectangular compressive stress distribution of 0.85 f'c overall depth of a = b1c may be considered. for f'c = 8.5 1 = ksi 0.65 The average stress in prestressing strands, fps, may be taken as:
"
LRFD 5.7.3
c f ps = f pu 1 k d p
f py k = 2 1 . 04 f pu 0.28 =
LRFD 5.7.3.1.1-1
LRFD 5.7.3.1.1-2
Location of neutral axis of composite transformed section : For rectangular section without mild reinforcement :
c=
LRFD 5.7.3.1.1-4
As = A's = Aps = dp = c1 =
with no partial prestressing considered Area prestressing strands Distance from extreme compression fiber to Centroid of prestressing strands.
Page 5-B9-18
Chapter 5
Concrete Structures
9.50
in
LRFD 5.7.3.1.1-3
9.50
in.
LRFD 5.7.3.2.2
c = f ps = f pu 1 k d p
Tensile stress limit at strength limit state, fpu =
233.0 270.0
ksi. ksi
LRFD 5.7.3.1.1-1
LRFD 5.7.3.2
a M n = A ps f ps d p = 1857 2
ft.-kips
LRFD 5.7.3.2.2-1
"
Flexural resistance, Mr = Mn =
1857
LRFD 5.7.3.2.1-1
Minimum reinforcement
The amount of prestressing and non-prestressing steel shall be adequate to develop flexural resistance greater than or equal to the least 1.2 times the cracking moment or 1.33 times the factored moment required by Strength Limit State 1. Flexural resistance, Mr = Mn The Lesser of : 1.2Mcr = 1.33Mu = 613.4 1844.0 ft-kips ft-kips governs
LRFD 5.7.3.3.2
"
Sc * S f = M cr = Sc ( f r + f pe ) M d / nc S 1 c r b
fpe = Mcr = Mr = -3.56 511 1857
222.71 ft-kips
LRFD 5.7.3.3.2-1
Stress at extreme fiber due to prestressing ft.-kips >1.2 Mcr = 613.4 ft.-kips
LRFD 5.4.2.6
LRFD 5.7.3.3.2
Page 5-B9-19
Concrete Structures
Chapter 5
2 l d K f ps f pe d b 3
fps = 233.01 fpe = 171.83 db = 0.60 5.92 ft 5.92 ft < 1/2 Span ksi ksi in.
K=
1.0
LRFD 5.11.4.2-1
ld
ld =
L/2 =
29.00
OK developed
12 Shear Design
Design procedure
The shear design of prestressed members shall be based on the general procedure of AASHTO - LRFD Bridge Design Specifications article 5.8.3.4.2 using the Modified Compression Field Theory. Shear design for prestressed girder will follow the (replacement) flow chart for LRFD Figure C.5.8.3.4.2-5. This procedure eliminates the need for q angle and b factor iterations.
WSDOT Design Memo LRFD Shear Design, 3/19/02 WSDOT Design Memo, Shear Design 6/18/01
"
"
LRFD 5.8.3.3
Page 5-B9-20
Chapter 5
Concrete Structures
vu =
V u V p
bv d v vu
0.444
ksi
LRFD 5.8.2.9-1
f
Where the
' c
0.0522
Limit state factor for any ordinary structure Components and attachments (Girder + TB + Deck) Wearing surface (SIDL or ACP) Vehicular load (LL + Impact)
Girder, Vg = 20.0 kips Traffic Barrier, Vtb = 4.6 kips Deck + Legs, VD+L = 8.1 kips VDC = 32.7 kips VLL+IM x DFVExt = 57.4 kips Shear force effect, Vu = 1.00(1.25 VDC + 1.5 VDW + 1.75 VLL+IM) Vu = 141.36 kips
fpo
If the (critical) section (for shear) is within the transfer length of any (prestress) strands, calculate the effective value of fpo, the parameter taken as modulus of elasticity of prestressing tendons multiplied by the locked in difference in strain between the prestressing tendons and the surrounding concrete. fpo = 0.70fpu
LRFD Figure C.5.8.3.4.2-5
LRFD 5.8.3.4.2
x + dv f po = 0.70 f pu lt
"
Where the distance between the edge of girder (or beginning of prestress) and the CL of Bearing (BRG) x = 5.00 in. accounting for bridge skew gives a long. distance from the face of girder as, x = 5.00 in. fpo = 114.68 ksi
Page 5-B9-21
Concrete Structures
Chapter 5
Factored Moment
Factored moment is not to be taken less than Vudv Mu = ( i i Mi ) Ultimate moment at dv from support, Mu Girder, Mg = 28.8 ft-kips Traffic Barrier, Mtb = 6.6 ft-kips Deck + Legs, MD+L = 11.7 ft-kips MDC = 47.0 ft-kips MLL+IM x DFMExt = 45.5 ft-kips Moment Force Effect, Mu = 1.00(1.25MDC + 1.50MDW + 1.75MLL+IM) Mu = 138.5 ft-kips = 1661.5 in - kips Where: Check which value governs: Vudv = 2381.0 in - kips governs Mu = 1661.5 in - kips
LRFD 5.8.3.4.2 LRFD 1.3.2.1-1
Mu + 0 .5 N u + V u V p A ps f po dv 0 .002 = 2 ( E s As + E p A ps )
Applied Factored Axial forces, Nu = 0.00 kips Factored Shear, Vu = 141.36 kips Vertical Component of Prestress Forces, Vp = 0.00 Area of prestressing steel on the flexural tension side of the member, Aps(T) = Nbb x Aps = 4.34 in.2 Prestress/Concrete Modulus of Elasticity Parameter fpo = 114.68 ksi Modulus of Elasticity of Mild Reinforcement, Es = 29000 ksi Area of Mild Reinforcement in flexural tension side of the member, As(bottom) = ns(bottom)As Where there are 4 No. 4 bars As(bottom) = 0.80 in.2 Modulus of Elasticity of Prestress Strands, Ep = 28500 ksi Substitution gives, -0.0007317 x = < 0, so use the following Equation 3:
LRFD 5.8.3.4.2-1
Page 5-B9-22
Chapter 5
Concrete Structures
If the value of ex from LRFD Equations 5.8.3.4.2-1 or 2 is negative, the strain shall be taken as:
M u + 0 . 5 N u + (V u V p ) A ps f po d x = v 2 ( E c A c + E s A s + E p A ps )
Where: Modulus of Elasticity of Concrete, Ec = 5871.1 ksi Area of concrete on the flexural tension side of the member, Ac = 216.00 in.2 Substitution gives, ex = -0.0000760 Equation 3 Governs
WSDOT Design Memo Shear Design, 6/18/2001 & LRFD Eqn. 5.8.3.4.2-3
ex =
-0.0000760
Determination of
and
0.052 -0.076 21.00 4.10
Shear Stress Ratio of: 1000 x the Long. Strain: From Table 1: = =
0.075 -0.05
LRFD Table 5.8.3.4.2-1 & See Theta and Beta Worksheet LRFD 5.8.3.3 LRFD 1.3.2.1-1
Shear strength
Vr = fVn Nominal shear strength shall be taken as: Vn = V c + V s + V p Shear resistance provided by concrete :
LRFD 5.8.3.3-1
Vc = 0 .0316
f c' bv d v
LRFD 5.8.3.3-3
Shear taken by shear reinforcements : Vs = Vn - V c - V p f= 0.90 for shear Vn = Nominal shear strength
LRFD 5.5.4.2
LRFD 5.8.3.3
LRFD 5.8.3.3-1
LRFD 5.8.3.3-2
Page 5-B9-23
Concrete Structures
Chapter 5
Vs i =
Av f y d v cot s gov
= 87.75
kips
LRFD C5.8.3.3-1
Vc = 0.0316 f c' bv d v =
Shear taken by shear reinforcement: Vsreq = Vu/ - Vc - Vp = Spacing of shear reinforcements : Try 2 legs of # 4 Required Spacing,
133.6
kips
LRFD 5.8.3.3-3
23.5 Av =
LRFD 5.8.3.3-1
s req ' d =
A v f y d v cot Vs
= 44.87
LRFD C5.8.3.3-1
LRFD 5.8.2.7-2
Vs =
A v f y d v cot s gov
= 81.00
kips
LRFD C5.8.3.3-1
0.5f(Vc+Vp) < Vu Shear reinforcement is required if : 0.5f(Vc+Vp) = 60.1 < Vu = 141.4 kips Yes, Shear/Transverse Reinf. Is Required
LRFD 5.8.2.4-1
LRFD 5.8.2.5
bv s go v fy
Use Spacing:
12.00 in OK
13.0 in
LRFD 5.8.2.5-1
0 . 0316
0.40 >
f c'
b v s gov fy
0.39
0.39 in.2
Page 5-B9-24
Chapter 5
Concrete Structures
Longitudinal reinforcement
Longitudinal reinforcement shall be provided so that at each section the following equations are satisfied :
LRFD 5.8.3.5
dv As f y + Ap s f p s l t
As = fy = Aps = fps = 0.80 60.00 4.34 233.01
LRFD 5.8.3.5-1
Area of prestressing steel on the flexural tension side of the member (w/o unbonded) fps multiplied by dv/lt ratio to account for lack of prestress development 36.00 in Flexural in prestressed concrete Shear Axial Compression
LRFD 5.5.4.2 " "
dv = 16.84 lt = 3.00 Mu = 198.4 f= 1.00 f= 0.90 f= 0.75 Nu = 0.00 Vu = 141.36 Vs = 81.00 Vp = 0.00 q= 21.00 by substitution: 521.135
ps bot. = ps bb + ps db
ps bb + ps db = (Pbb e bb + k db Pdb e db )
L2 8 E ci I c
Force and eccentricity due to the bonded bottom prestress strands are: Pbb = 819.66 kips ebb = 6.40 in
Page 5-B9-25
Concrete Structures
Chapter 5
k db =
L 2 l db = L
0.847
The average sleeved length of the debonded strands, ldb = 4.5 ft = 54.0 in Force and eccentricity due to the debonded bottom prestress strands are: Pdb = -2.786 in. 0.00 kips upward edb = 7.00 in
Dpsbot. =
ps top =
Pt e t L2 8 E ci I c
in.
Prestressing force and eccentricity of top strands. Pt = 163.9 kips et = -6.00 pstop = 0.522 in. downward Total deflection due to prestressing : ps = -2.79 + 0.52
-2.263
in.
upward
Creep Coefficients
CF = -[(ps+g)((t,ti)+1)] Creep Coefficient :
Page 5-B9-26
Chapter 5
Concrete Structures
(t,ti) = 1.9 kvskhckfktati-0.118 kvs = 1.45 -.13(v/s) 1.0 khc = 1.56 -.008H kf = 5/(1+f'ci) ktd = t/(61-4*f'ci+t) V/S = Table 13-1: (7,30) (30,40) (7,40) (7,90) (90,120) (7,120) 4.03 in ti 7.00 30.00 7.00 7.00 90.00 7.00 t 30.00 40.00 40.00 90.00 120.00 120.00 Void end from end of girder = kvs 1.00 1.00 1.00 1.00 1.00 1.00 khc 0.92 0.92 0.92 0.92 0.92 0.92 kf 0.63 0.63 0.63 0.63 0.63 0.63 15 in. ktd 0.48 0.55 0.55 0.73 0.78 0.78 (t,ti) 0.41 0.40 0.48 0.64 0.50 0.68 H= 80.00 average humidity (AASHTO fig. 5.4.2.3.3-1)
LRFD 5.4.2.3.2-1
LRFD 5.4.2.3.2-2
LRFD 5.4.2.3.2-3
LRFD 5.4.2.3.2-4
LRFD 5.4.2.3.2-5
LRFD 5.4.2.3.2
Assume 1 Day of accelerated cure by radiant heat or steam. 1 Day accelerated cure = 7 normal Days of cure. Age of Concrete when load is initially applied,
LRFD 5.4.2.3.2
Page 5-B9-27
Concrete Structures
Chapter 5
Excess girder camber excess = D40 + C = excess = D120 + C = Time period to display (40, 120) = 40.00 -0.13 in -0.25 in 5.13 in.
in.
Time (days)
Page 5-B9-28
Appendix 5-B10
Design Specifications: sign Specifications: AASHTO LRFD Bridge Design Specifications 4th Edition dated 2007 and interims through 2008.
rand for Positive EQ Moment: Strand for Positive EQ Moment: n For girders made continuous for live load, extended bottom prestress strands are used to carry Specifications:For girders made continuous for live load, extended bottom prestress strands are used to carry positive EQ positive EQ load, creep, and other restrain ed moments from one span to another. load, creep, and other restrained moments from one span to another. : Strands used for this purpose must be developed in the short distance between the two girder ends. The d Strands used for this purpose must be developed in the short distance between the two girder ends. for Positive EQ Moment: The strand end anchorage device used, per WSDOT Standard Plan, is a 2'-0" strand extension with strand end anchorage device used, per WSDOT Standard Plan, is a 2'-0" strand extension with strand r girders made continuous for live load, extended bottom prestress strands are used to carry strand chuck and steeland anchor plate. chuck steel anchor plate. Q Moment: sitive EQ load, creep, and other restrained moments from one span to another. The number of strands to be extended cannot exceed the number of straight strands available in the The number of strands to be extended cannot exceed the number of straight strands available in the girder ontinuous for live load, extended bottom prestress strands are used to carry rands used for this purpose must be developed in the short distance between the two girder ends. girder and shall not be less than four. and shall be less thanone four. reep, and other restrain ed not moments from span to another. he strand end anchorage device used, per WSDOT Standard Plan, is a 2'-0" strand extension with The design moment at the plate. center of at gravity of superstructure is calculated using the following: and chuck and steel Theanchor design moment the center of gravity of superstructure is calculated using the following: is purpose must be developed in the short distance between the two girder ends.
horage device used, per WSDOT Standard Plan, is a 2'-0" strand extension with he number of strands to be extended cannot exceed the number of straight strands available in the Base eel anchor plate. M top po + M po top rder and shall not be less than four. h = + M CG M po po L nds to be extended cannot exceed the number of straight strands available in the c he design moment at the center of gravity of superstructure is calculated using the following: t be less than four. Where: Base t where: at the center of gravity of superstructure is calculated using the following: M top top po + M po CG top M po = M po plastic overstrength moment at top of column, kip-ft. h = M po + = plastic overstrength moment at top of column, kip-ft.
plastic overstrength moment at top of column, kip-ft. This moment is resisted by the bent cap through torsion forces. The torsion in the bent cap is distributed distance from top of column to c.g. of superstructure, ft. h = plastic overstrength moment at base of column, kip-ft. into the superstructure based on the relative flexibility of the superstructure and the bentcap. This moment is resisted by the bent cap through torsion forces. The torsion in the bent cap is column clear height used to determine overstrength shear associated with the Lc = distance from top of column to c.g. of superstructure, ft. Hence, the superstructure does not resist column overstrength moments uniformly across the width. To distributed into the superstructure based on the relative flexibility of the superstructure and the bent overstrength moments, ft. account for this, an effective width approximation is used, where the maximum resistance per unit of cap. column clear height used to determine overstrength shear associated with the superstructure width of the actual structure is distributed over an equivalent effective width toprovide an overstrength moments, ft. Hence, the superstructure does not resist column overstrength moments uniformly across the width. equivalent resistance. his moment is resisted by the bent cap through torsion forces. The torsion in the bent cap is To account for this, an effective width approximation is used, where the maximum resistance per unit stributed into the superstructure based on the relative flexibility of the superstructure and the bent of superstructure width of the actual structure is distributed over an equivalent effective width to p. isted by the bent cap through torsion forces. The torsion in the bent cap is provide an equivalent resistance. superstructure based on the relative flexibility of the superstructure and the bent ence, the superstructure does not resist column overstrength moments uniformly across the width. It has been suggested that for concrete bridges, with the exception of box girders and solid o account for this, an effective width approximation is used, where the ma ximum resistance per unit superstructure, this effective width should be calculated as follows: superstructure width of the actual structure moments is distributed over an equivalent effective width to ucture does not resist column overstrength uniformly across the width. ovide an equivalent resistance. , an effective width approximation is used, where the ma ximum resistance per unit Beff = Dc + Ds width of the actual structure is distributed over an equivalent effective width to has been suggested that for concrete bridges, with the exception of box girders and solid ent resistance. perstructure, this effective width should be calculated as follows: where: ed that for concrete bridges, with the exception of box girders and solid Dc = diameter of column effective width should be calculated as follows: Beff = Dc + Ds D s = depth of superstructure including cap beam Beff = D ere: c + Dconducted s Based on the structural testing at the University of California at San Diego La Jolla, California in the late 1990's (Holombo 2000), roughly two-thirds of the column plastic moment to be Dc = diameter of column resisted by the two girders adjacent to the column (encompassed by the effective width) and the other D s = depth of superstructure including cap beam one-third to be resisted by the non-adjacent girders. diameter of column ed on the structural testing conducted at the University of California at San Diego La Jolla, WSDOT Bridge Design Manual M 23-50.06 Page 5-B10-1 depth of superstructure including cap beam July 2011 ifornia in the late 1990's (Holombo 2000), roughly two-thirds of the column plastic moment to be sted by the two girders adjacent to the column (encompassed by the effective width) and the other ral testing conducted at the University of California at San Diego La Jolla,
Lc Base Base + M po M top = plastic overstrength moment at base of column, kip-ft. M po poplastic overstrength moment at base of column, kip-ft. top = h M = M po + here: L h = distance from top of column to c.g. of superstructure, ft. = distance from top of column to c.g. of superstructure, ft. c h M top po = plastic overstrength moment at top of column, kip-ft. Lc clear = height column clear height used to determine overstrength shear with the column used to determine overstrength shear associated withassociated the Lc = Base overstrength moments, ft. overstrength moments, ft. M po = plastic overstrength moment at base of column, kip-ft.
CG po
Concrete Structures
Chapter 5
It has been suggested that for concrete bridges, with the exception of box girders and solid superstructure, this effective width should be calculated as follows: Beff = Dc + Ds where: Dc = diameter of column Ds = depth of superstructure including cap beam Based on the structural testing conducted at the University of California at San Diego La Jolla, California in the late 1990's (Holombo 2000), roughly two-thirds of the column plastic moment to be resisted by the two girders adjacent to the column (encompassed by the effective width) and the other one-third to be Based on the effective width, the moment per girder line is calculated as follows: Based on the effective width, the moment per girder line is calculated as follows: resisted by the non-adjacent girders. adjacent girders (encompassed by the effective width): adjacent girders (encompassed by the effective width): non-adjacent girders: non-adjacent girders: Based on the effective width, the moment per girder line is calculated as follows: Based on the effective width, the moment per girder line is calculated as follows: Based on the effective width, the moment per girder line is calculated as follows:
Int po Ext Int
M sei = M Msei sei d by the effective width): non-adjacent girders: ment per girder line is calculated as follows: int CG
po Ext g seiCG ext po Seismic Moment: Ext g Seismic Moment: sei ext Int if g sei Seismic Moment:
CG CG non-adjacent girders: non-adjacent CG adjacent girdersCG by the effective width): adjacent girders (encompassed by the effective width): adjacent girders (encompassed by the effective width): non-adjacent girders: he moment per girder line is calculated as follows: 2M (encompassed 2 M M M girders:
effective width):
girder is based on the yield strength of the strands. girder is based on the yield strength of the strands. g g Number of extended straight strands needed to de Number of extended straight strands needed to de the required moment capacity velop at thethe end required of of girder outside the effective width. Number of extended straight strands neededvelop to develop the required moment capacity at the end of moment girder capacity at the e r encompassed by the effective width. girder is based on the yield strength of the strands. girder is based on the yield strength of the strands. is based on the yield strength of the strands. 1 strands needed to de velop the required moment capacity at the end of 1 r outside the effective width. = K 1 ps = 12 M sei K M SIDL N 12 M M N ps sei SIDL trength of the strands. N = 12[Msei K - MSIDL] 0.9 Apsfend needed to develop the ps required moment capacity atthe 0 .9A ps1f py d 0 .9A ps1f py d pyd of = = N 12 M K M N 12 M K M of the strands. where: ps sei SIDL ps sei SIDL 1 0 . 9 A f d 0 .9A ps f py d where: where: ps py M SIDL M sei K Aps = area of each extended strand, in^2 0 .area of each extended strand, in^2 9A f py d where: A ps = 1 A ps = area of each extended strand, in^2 where: K M SIDL fpy = ps yield strength of prestressing steel specified in LRFD Table 5.4.4.1-1 0 .= 9 A ps yield strength of prestressing steel specified in LRFD Table 5.4.4.1-1 f py d f py f py = yield strength of prestressing steel specified in LRFD Table 5.4.4.1-1 A ps Aslab = area of each extended strand, in^2 area of each extended strand, in^2 d = distance from top of to c.g. of extended strands, in. ps = = distance from top of slab to c.g. of extended strands, in. = distance from top of slab to c.g. of extended strands, in. df py = df py yield strength of prestressing steel specified in LRFD Table 5.4.4.1-1 = barrier, yield strength of prestressing steel specified in LRFD Table 5.4.4.1-1 ach extended strand, in^2 MSIDL = moment due to SIDL (traffic sidewalk, etc.) per girder moment due to SIDL (traffic barrier, sidewalk, etc.) per girder moment due to SIDL (traffic barrier, sidewalk, etc.) per girder M SIDL = = M SIDL = = factor distance from top of slab to c.g. of extended strands, in. distance from top of slab to c.g. of extended strands, in. ength of prestressing steel specified in LRFD Table 5.4.4.1-1 ended strand, in^2 span moment distribution use maximum of (K1 and K2) d K = d = span moment distribution fact = or use span moment distribution fact maximum of (K1 and K2) or use maximum of (K1 and K2) K K moment due to SIDL (traffic barrier, sidewalk, etc.) per girder = moment due to SIDL (traffic barrier, sidewalk, etc.) per girder from top of slab to c.g. of extended strands, in. prestressing steel specified in LRFD Table 5.4.4.1-1 M SIDL = = flexural resistanceM factor SIDL resistance factor flexural resistance factor K = = flexural K = = or use span moment distribution fact span moment distribution fact maximum of (K1 and K2) or use maximum of (K1 and K2) due to SIDL (traffic barrier, sidewalk, etc.) per girder p of slab to c.g. of extended strands, in.
Int Int Ext IntInt Ext M M M sei = M CG M sei M sei M if sei = sei M sei sei sei CG M po Ext M po Ext IntInt Ext Int if M if M M sei M < M sei sei = M sei =M sei M = seisei< M sei sei int ext int ext CG CG Int + N Ng + N where: if N g Int M M g g Int Ext Ext Mwhere: = M if po po sei sei M sei < M sei M sei < M sei M sei = int int int M sei = CG int ext ext N N = Number of girder encompassed by the effective width. = Number of girder encompassed by the effective width. M g g Ext N + N Ng + Ng where: where: where: po g g M sei =CG intNumber of girder outside the effective width. sei ext = = = Number of girder outside the effective width. ext int ext int N gM N N g + Ng Number of girder encompassed by the effective width. Number of girder encompassed by the effective width. = Number of girder encompassed by the effective width. po Ng Ng g = M = sei int ext Number of extended straight strands needed to de Number of extended straight strands needed to de velop the required moment capacity velop at the the endrequired of moment capacity at the en N + = N g Number of girder outside the effective width. Number of girder outside the effective width. of girder encompassed by the effective width. = Number of girderN outside width. ext = the effective Ngext
M M M 3N M = M 3N Seismic Moment: = Int Ext Int Ext 3N M M M M sei Seismic Moment: M if sei = sei M sei sei
if
Int
3N 2M g po
3 3 N N 2 M M = 3 3N N
Ext M sei =
Ext sei
3N M = 3N
po ext CG g po ext g
flexuralof resistance factor flexural resistance factor ment distribution fact (K1 and K2) SIDL (traffic barrier, sidewalk, etc.) per girder or=use maximum = Assume EI is constant and Girders ha Assume ve fixed-fixed supports for both spans. EI is constant and Girders have fixed-fixed supports for both spans. resistance factor stribution fact or use maximum of (K1 and K2) Assume EI is constant and Girders ha Assume ve fixed-fixed supports for both spans. EI is constant and Girders have fixed-fixed supports for both spans.
ce factor
L1
K2
L2
L1
L1 K1 = L L +L
K22 = L
L2 L1
Assume EI is constant and Girders have fixed-fixed supports for both spans. Chapter 5 Assume EI is constant and Girders have fixed-fixed supports for both spans. Assume EI is constant and Girders have fixed-fixed supports for both spans. K K K1 K2 1 2 Girders have fixed-fixed supports Assume EI is constant and for both spans. L L L1 L2 K = 1 2 K 2 = K1 = K = 1 2 L + L L L + L L 1 + L2 1 2 L 1 K K L L2 + L L1 1 2 2 1 2 2 1 L1 K1 = L1 + L2 L2 L1 c.g. c.g. of of ext. ext. Str. Str.
K2 =
d d d
c.g. of Superst
Deleted: Number of extended straight strands needed to develop the required strands needed to develop the required moment capacity at the end of girder is moment capacity at the end of girder is based on the yield strength of the strands. based on the yield strength of the strands. Concrete StructuresDeleted: Number of exte <sp> <sp> strands needed to develop t moment capacity at the end based on the yield strength <sp>where: <sp>where: <sp> <sp>= area of each extended strand, <sp> = area of each extended strand, in^2 in^2 = yield strength of prestressing steel = yield strength of prestressing steel <sp>where: specified in LRFD Table 5.4.4.1-1 specified in LRFD Table 5.4.4.1-1 <sp> = area of each extend <sp>= distance from top of slab to c.g. <sp> 2 = distance from top of slab to c.g. in^2 of extended strands, in. of extended strands, in. = yield strength of prestre <sp><sp>= moment due to SIDL <sp><sp> = moment due to SIDL specified in LRFD Table 5. 1 (traffic barrier, sidewalk, etc.) per girder 2 (traffic barrier, sidewalk, etc.) per girder <sp>= distance from top o = span moment distribution factor use = span moment distribution factor use maximum of (K1 and K2)of extended strands, in. maximum of (K1 and K2) <sp><sp>= moment due t <sp>= flexural resistance factor <sp>= flexural resistance factor (traffic barrier, sidewalk, et
L L +L
= span moment distributio maximum of (K1 and K2) <sp>= flexural resistance
h h h
References: References: References: Holombo, J., M.J.N. Priestley, and F. Seible, "Continuity of Precast Prestressed Spliced-Girder Bridge Holombo, J., M.J.N. Priestley, and F. Seible, "Continuity of Precast Prestressed Spliced-Girder Holombo, J., M.J.N. Priestley, and F. Seible, "Continuity of Precast Prestressed Spliced-Girder Bridge Under Seismic Loads", PCI Journal, 45(2), 40-63, March-April, 2000. Under Seismic Loads", PCI Journal, 45(2), 40-63, March-April, 2000. References: Bridge Under Seismic Loads", PCI Journal, 45(2), 40-63, March-April, 2000.
Given: Given:
Given:
Dc c = Dc =
Holombo, J., M.J.N. Priestley, and F. Seible, "Continuity of Precast Prestressed Spliced-Girder Bridge Under Seismic Loads", PCI Journal, 45(2), 40-63, March-April, 2000.
D Given: = 12.93 12.93 ft. depth of superstructure including cap beam D s s = 12.93 ft. depth of superstructure including cap beam ft. depth of superstructure including cap beam D s = Beff = B 5 +D 12.93 17.93 ft. = = =5 ft.17.93 diameter = +5.00 12.93 ft. of column c Beff d db b f'ffc = = = d b =
' c' c
f pu = f pu = fpu
eff = 5 + 12.93 = 17.93 ft. = 12.93 ft. depth of superstructure including cap beam 4.00 ksi, specified compressive strength of deck concrete, Class 4000D. Dksi, specified = 4.00 ksi, specified compressive strength of deck concrete, Class 4000D. 4.00 compressive strength of deck concrete, Class 4000D. s B eff = 5 + 12.93 = 17.93 ft. 0.6 '' nominal strand diameter =0.217 in^2 nominal strand diameter =0.217 in^2 = 0.6 '' 0.6'' nominal strand diameter =0.217 in^2 ' = 4.00 ksi, specified compressive strength of deck concrete, Class 4000D. 270 ksi specified tensile f c 270 ksi specified tensile strength strength of of prestressing prestressing strands. strands.
= 270 ksi specified tensile strength of prestressing strands. LRFD Table 5.4.4.1-1
0.6 '' LRFD Table 5.4.4.1-1 d b = LRFD Table 5.4.4.1-1 1.00 nominal strand diameter =0.217 in^2 243 ksi ksi for low relaxation strand
f
fpy f py= f =
py
= =
243 ksi ksi relaxation strand f pu for = ksi specified tensile strength of prestressing strands. 243 ksi ksi for low low 270 relaxation strand = 1.00 1.00 resistance factor (LRFD C 1.3.2.1, for extreme event limit state) LRFD Table 5.4.4.1-1 resistance factor (LRFD C 1.3.2.1, for extreme event limit state)
number of prestressed girders in the pier 2 2 number number of prestressed girders in the pier = 2 of prestressed girders in the pier int
py = 243 ksiencompassed ksi for low relaxation strand number of girders encompassed by the effective width = 3 of girders by the effective width 3 3 number number of girders encompassed by the effective width
resistance factor (LRFD C 1.3.2.1, for extreme event limit state) 1.00
=
g
resistance factor (LRFD C 1.3.2.1, for extreme event limit state) number of girders encompassed by the effective width number of prestressed girders in the pier
N g =
= 7.50 '' effective slab thickness (not including 1/2" Integral W.S.) = 81.00 '' effective flange width (PGSuper Output & LRFD 4.6.2.6.1) = 116.64 '' distance from top of column to c.g. of superstructure = 176.63 ft. Span length of span 1. Factor = 1.33
Y t slab = 36.86 '' c.g. of superstructure to top of slab (see PGSuper output)
Page 5-B10-3
Factor 1.33 Factor =1.00 Factor== 1.00 1.33 Factor = 1.00 1.33 Factor = 1.00 1.00 = 1.00 Factor = Factor = 1.00 Far End Condition 4 EI 3L EI Far L L FarEnd EndCondition Condition 1 2 L 4 EI 3EI 11 L 4EI 3EI L 22 Far End Condition L Far End Condition Far End Condition 4 EI 1 3L EI Pin 1.33 Far End Condition 2 Pin 1.33 L L1 L2 Pin Far End Condition 1.33 2 L1 L1 L L 2 Pin 1.33 1L L Pin 1.33 L 2 L Pin 1.33 L11 1 Fixed 1.00 1.33 Pin L222 Fixed 1.00 L1 Fixed 1.00 L1 L2 Fixed 1.00 Pin 1.33 L2 Fixed 1.00 L1 L2 Fixed Fixed 1.00 1.00 Fixed 1.00 Lc = = 25.00 25.00 ft. ft. column column clear clear height used to determine determine overstrength shear associated associated Lc L clear height used to determine overstrength shear associated with the = 25.00 ft. column height used to overstrength shear c L c = 25.00 ft. column clear height used to determine overstrength shear associated with the overstrength moments, ft. Lc = 25.00 ft. column clear height used to determine overstrength shear associated with the overstrength moments, ft. overstrength moments, ft. with the overstrength moments, ft. Lc = Lc = 25.00 25.00 ft. column clear height used to determine overstrength shear associated ft. column clear height used to determine overstrength shear associated with the overstrength moments, ft. top = 16000.0 plastic overstrength moment at top of column, kip-ft lastic overstrength moment at top of column, kip-ft L M top = 25.00 ft. column clear height used to determine overstrength shear associated 16000.0 p with the overstrength moments, ft. c = top po with the overstrength moments, ft. = 16000.0 p lastic overstrength moment at top of column, kip-ft M = 16000.0 plastic overstrength moment at top of column, kip-ft Mpo top po 16000.0 plastic overstrength moment at base of column, kip-ft. lastic overstrength moment at top of column, kip-ft with the overstrength moments, ft. Base = MBase = top 16500.0 16500.0 p top po M p lastic overstrength moment at base of column, kip-ft. 16000.0 lastic overstrength moment at top of column, kip-ft Base = = 16000.0 plastic overstrength moment at top of column, kip-ft po = 16500.0 p lastic overstrength moment at base of column, kip-ft. M M po Mpo po 16500.0 = plastic overstrength moment at base of column, kip-ft. po Base top = M 16500.0 plastic overstrength moment at base of column, kip-ft. 16000.0 lastic overstrength moment at top of column, kip-ft M = 517.0 moment due to SIDL SIDL (traffic (traffic barrier, sidewalk, etc.) per girder, M M SIDL po Base M po = 517.0 moment due to barrier, sidewalk, etc.) per girder, = 16500.0 p lastic overstrength moment at base of column, kip-ft. Base = 16500.0 p lastic overstrength moment at base of column, kip-ft. MSIDL = 517.0 moment due to SIDL (traffic barrier, sidewalk, etc.) per girder, SIDL M po po M 517.0 (see moment due toto SIDL (traffic barrier, sidewalk, etc.) per girder, Base = = 16500.0 plastic overstrength moment at base of column, kip-ft. M = 517.0 moment due SIDL (traffic barrier, sidewalk, etc.) per girder, kip-ft (see SIDL kip-ft QconBridge Output) M SIDL QconBridge Output) M = SIDL kip-ft 517.0 moment due to SIDL (traffic po M = 517.0 moment due to SIDLbarrier, sidewalk, etc.) per girder, (traffic barrier, sidewalk, etc.) per girder, kip-ft (see (see QconBridge Output) SIDL QconBridge Output) kip-ft QconBridge Output) M = 517.0 (see moment due to SIDL (traffic barrier, sidewalk, etc.) per girder, p = 0.90 SIDL p 0.90 kip-ft QconBridge Output) Output) kip-ft (see QconBridge p = = 0.90 (see p = 0.90 kip-ft (see QconBridge Output) P = 0.90 Design Steps: Steps: p = Design 0.90 p = 0.90 Design Steps: Design Steps: p1: = 0.90 Step Calculate the the design moment moment at the the center of of gravity of of superstructure Design Steps: Step 1: Calculate Design Steps: Design Steps: Step 1: Calculate thedesign design momentat at thecenter center ofgravity gravity ofsuperstructure superstructure Step 1: Calculate the design moment at the center of gravity of superstructure Design Steps: Step 1: Step 1: Calculate the design moment at the center of gravity of superstructure Step 1: Calculate the design moment at the center of gravity of superstructure CG M CG Step 1: Calculate the design moment at * the center of gravity of superstructure CG = 16000 + ( 16000 + 16500 ) / 25 116.64 / 12 = 28636 kip-ft po M 16000 ++( (16000 ) )/ /25 / /12 28636 kip-ft Mpo = the 16000 16000++16500 16500 25**116.64 116.64 12 ==of 28636 kip-ft po = Calculate design moment at the center of gravity superstructure M CG CG = CG 16000 + ( 16000 + 16500 ) / 25 * 116.64 / 12 = 28636 kip-ft M po 16000 +16000 ( 16000 +16000 16500+ ) 16500 / 25 * 116.64 12 = 28636 po = M po = +( ) / 25 */116.64 / 12 =kip-ft 28636 kip-ft M CG = = 16000 ( 16000 + 16500 )*/ 116.64 25 * 116.64 / 12 = 28636 kip-ft 16000 ++ ( the 16000 + 16500 ) / 25 / 12 = 28636 kip-ft po Step 2: Calculate design moment per girder. Step Calculate Step2: 2: Calculatethe thedesign designmoment moment per pergirder. girder. Step Calculate the design moment per girder. Step 2:2: Step 2: Calculate the design per girder. Calculate themoment design moment per girder. Int Step 2: Int M sei 2: Calculate the moment per girder. Int = 2/3 * 28636 28636 /design 3= = 6363.56 6363.56 kip-ft M Step Calculate the design moment per girder. Msei = 2/3 * / 3 kip-ft Int sei = 2/3 * 28636 / 3 = 6363.56 kip-ft M sei Int = Int 2/3 * 28636 / 3 = 6363.56 kip-ft M sei M = 2/3 / 28636 3 kip-ft sei = 2/3 * / 3 = 6363.56 kip-ft = 2/3 * * 28636 28636 /= 3 6363.56 = 6363.56 kip-ft Int Ext M Ext M sei = 2/3 * * 28636 28636 / /2 3= = 4772.67 6363.56 kip-ft kip-ft Ext = sei 1/3 M Msei = 1/3 * 28636 / 2 = 4772.67 kip-ft Ext sei = 1/3* * 28636 28636 / /22 == 4772.67 kip-ft 1/3 4772.67 kip-ft M sei Ext = = Ext 1/3 * 28636 / 2 = 4772.67 kip-ft M sei M = 1/3 * 28636 / 2 = 4772.67 kip-ft sei = 1/3 * 28636 / 2 = 4772.67 kip-ft Ext Avg Avg = / (3 + 2=)= 5727.2 kip-ft kip-ft. M sei sei Avg = = 28636 1/3 * 28636 /2 4772.67 kip-ft M 28636 / (3 (3 +2 )= 5727.2 kip-ft = = 6363.56 6363.56 kip-ft. kip-ft. sei M 28636 / 6363.56 Avg sei = = 28636 / (3++22)= )=5727.2 5727.2kip-ft kip-ft == 6363.56 kip-ft. M sei Avg = 28636 / (3 +(Modified) 2 )= 5727.2 kip-ft = 6363.56 kip-ft. Avg 234.92 L = ft. K1 = 180 / (234.92 + 180 ) = 0.434 M M sei 1 28636 / 28636 (3 + 2 )= 5727.2 kip-ft = 6363.56 kip-ft. sei = Avg = / (3 + 2 )= 5727.2 kip-ft = 6363.56 kip-ft. M sei = 28636 / (3 + 2 )= 5727.2 kip-ft = 6363.56 kip-ft. = 234.92 ft. (Modified) = 180 / (234.92 + 180/) )(234.92 = 0.434 0.434 L L 2 180.00 ft. (Modified) K2 / /(234.92 = 234.92 1 = = K 1 ==180 234.92 (Modified) ++180 = LL = 234.92ft. ft. (Modified) 180 (234.92 180 ) = 0.434 + 180 ) = 0.566 1 K K 11 234.92 ft. (Modified) = 180 / (234.92 + 180 ) = L1 1 = K = 180 / (234.92 + 180 ) = 0.434 234.92 ft. (Modified) 234.92 ft. (Modified) K 1 180 ) = 0.434 K L1 = = 0.566 L1 = K = 180 / (234.92 + 0.434 1 234.92 ft. (Modified) L1 = K = 1801/ (234.92 + 180 ) = 0.434
36.86 '' c.g. of superstructure to top of slab (see PGSuper output) 116.64 '' distance from top of column to c.g. of superstructure distance from top of column to c.g. of superstructure 81.00 '' effective flange width (PGS uper Output LRFD h = b 116.64 '' = 81.00 '' effective flange width (PGS uper& Output &4.6.2.6.1) LRFD 4.6.2.6.1) 116.64 '' distance from top of column to c.g. of superstructure h b = 116.64 '' distance from top of column to c.g. of superstructure 81.00 '' effective flange width (PGS uper Output & LRFD 4.6.2.6.1) = 176.63 ft. Span length of span 1. Factor = 1.33 L Concrete h 1 Structures = 176.63 ft. Span length of span 1. Factor = 1.33 = 116.64 '' distance from top of column to c.g. of superstructure L h = distance from top of column to c.g. of superstructure = 176.63 116.64 '' ft. Span length of span 1. Factor = 1.33 1 L 1 h = 176.63 ft. Span length length of of span span 2. 1. Factor = = 1.33 L = 116.64 '' distance from top of column to c.g. of superstructure 180.00 ft. Span Factor 1.00 L1 = Span of span 2 = 176.63 1. LL = 176.63 ft. Span length of = L1 180.00 180.00ft. ft. Spanlength length of span2. 2. span 1. 1 2 2 = 180.00 Span length of span 2. 176.63 ft. 1. L1 2 = 180.00 ft. Span length of span 2. L 180.00 ft. length Span length of span 2. L2 = L2 2 = 180.00 ft. Span 4EI EIof span 2. Factor 3EI EI 180.00 ft. Span length 4 3 L2 = 4EI of span 2. 3EI
= Yb h t slab = b h =
t slab
81.00 '' effective flange width (PGSuper Output & LRFD 4.6.2.6.1)
Chapter 5
Step 3: Calculate the number of extended strand required cs = 3.00'' c.g. of extended strands to bottom of girder d = 9.5 - 0.5 + 82.625 - 3 = 88.625 '' assume fpy = 243 ksi Number of extended strand required = 12 * 3137.61/(0.9 * 1 * 0.217 * 243 * 88.625) = 9 strands
Page 5-B10-4
Chapter 5
Concrete Structures
Step 4: Check moment capacity of extended strands cs = 3.00'' c.g. of extended strands to bottom of girder Per LRFD 5.7.3.2 The factored flexural resistance a Mr = Mn Mn = Aps fpy (dp - ) 2 where: Aps = area of prestressing steel, in^2. =10 * 0.217 = 2.17 in^2 dp = distance from extreme compression fiber to the centroid of prestressing tendons (in.)
dp = 9.5 - 0.5 + 82.625 - 3 = 88.625'' Assume rectangular behavior: Assume rectangular behavior:
c=
Aps f py
' 0.85 f ce 1b
1 = 0.85
for
' c
1 = 0.85 0.05
fc = = f c = = c a = = a Mn = = M nMr = M =
r
4.00 ksi = 1.3 * 4 = 5.2 ksi = 0.79 ' f ce 4.00 ksi = 1.3 * 4 = 5.2 ksi = 0.79 2.17 * 243/0.85 * 5.2 * 0.79 * 81 = 1.864 '' 1 2.17 * 243 / 0.85 * 5.2 * 0.79 * 81 = 1.864 '' 0.79 * 1.864 = 1.473'' depth of the equivalent stress block (in.) 0.79 * 1.864 = 1.473 '' depth of the equivalent stress block (in.) 2.17 * 243 * ( 88.625 - 1.473/2 )/12 = 3862.04 kip-ft. 2.17 * 243 * ( 88.625 - 1.473 / 2 )/12 = 3862.04 kip-ft. 1 * 3862.04 = 3862.04 kip-ft. > = 3137.61 ft-kips OK 1 * 3862.04 = 3862.04 kip-ft. > = 3137.61 ft-kips OK
Page 5-B10-5
Concrete Structures
Chapter 5
Page 5-B10-6
LRFD Wingwall Design Appendix 5-B11 Vehicle Collision LRFD Wingwall Design - Vehicle Collision
Problem Description: A wingwall with traffic barrier is to be checked for moment capacity at a vertical section at the abutment for a vehicular impact. AASHTO LRFD Specifications Extreme Event-II Limit State (Test Level TL-4) L := 15ft h := 2.5ft S := 2ft GroundSlope := 2 W := 45 lbf ft ft Ft := 54kip Lt := 3.5ft CT := 1 EH := 1.35 LS := 0.5 Transverse Collision Load Collision Dist. Width Collision Load Factor Horizontal Earth Load Factor Live Load Surcharge Load Factor for Extreme Event II Table A13.2-1 LRFD AASHTO Table A13.2-1 LRFD AASHTO Table 3.4.1-1 LRFD AASHTO Table 3.4.1-2 LRFD AASHTO Table 3.4.1-2 LRFD AASHTO
2
Wingwall Length Height of wingwall at end away from pier. Traffic surcharge (given in height of soil above road). See LRFD Tables 3.11.6.4-1 and 3.11.6.4-2. to 1 Lateral Earth Pressure (equilivant fluid pressure per foot)
H := h +
H = 10.00 ft
Concrete Structures
Chapter 5
Problem Description: A wingwall with traffic barrier is to be checked for moment capacity at a vertical section at the abutment for a vehicular impact. AASHTO LRFD Specifications Extreme Event-II Limit State (Test Level TL-4) L := 15ft h := 2.5ft S := 2ft GroundSlope := 2 W := 45 lbf ft ft Ft := 54kip Lt := 3.5ft CT := 1 EH := 1.35 LS := 0.5 Transverse Collision Load Collision Dist. Width Collision Load Factor Horizontal Earth Load Factor Live Load Surcharge Load Factor for Extreme Event II Table A13.2-1 LRFD AASHTO Table A13.2-1 LRFD AASHTO Table 3.4.1-1 LRFD AASHTO Table 3.4.1-2 LRFD AASHTO Table 3.4.1-2 LRFD AASHTO
2
Wingwall Length Height of wingwall at end away from pier. Traffic surcharge (given in height of soil above road). See LRFD Tables 3.11.6.4-1 and 3.11.6.4-2. to 1 Lateral Earth Pressure (equilivant fluid pressure per foot)
H := h +
H = 10.00 ft
Page 5-B11-2
Chapter 5
Concrete Structures
Define Units
kcf kip ft
MPa Pa 10
N 1 newton
kN 1000 N
Page 5-B11-3
Concrete Structures
Chapter 5
Page 5-B11-4
Flexural Strength Calculations FLEXURAL STRENGTH CALCULATIONS for COMPOSITE T-BEAMS Appendix 5-B12 for Composite T-Beams
Find the flexural strength of a W83G girder made composite with a 7.50 in. thick cast-in-place deck, of which the top 0.50 in. is considered to be a sacrificial wearing surface. The girder spacing is 6.0 ft. To simplify the calculations, ignore the contribution of any non-prestressed reinforcing steel and the girder top flange. The girder configuration is shown in girder. Figure 1 with 70-0.6 in. diameter strands, and concrete strengths of 6000 psi in the deck and 15000 psi in the
Figure 1 Bare W83G Bridge Girder Data Depth of girder Width of girder web Area of prestressing steel Specified tensile strength of prestressing steel Initial jacking stress Effective prestress after all losses Modulus of Elasticity of prestressing steel
WSDOT Bridge Design Manual M 23-50.06 July 2011
h = 82.68 in. bw = 6.10 in. Aps = 15.19 in.2 fpu = 270.00 ksi fpj = 202.50 ksi fpe = 148.00 ksi Ep = 28,600 ksi
Page 5-B12-1
Concrete Structures
Chapter 5
f c = 15000 psi
Composite W83G Bridge Girder Data Overall composite section depth Deck slab width Deck slab thickness Structural deck slab thickness Depth to centroid of prestressing steel Design concrete strength H = 89.68 in. b = 72.00 in. t = 7.50 in. hf = 7.00 in. dp = 85.45 in.
f c = 6000 psi
ps = 0.003
1 7.36
si Fsi
1( ave ) =
( f c Ac 1 ) j
j
( f c Ac ) j
j
cj
hf ahf + 0.85 f c( girder) a h f bw d p h f M n = 0.85 f c( deck ) h f b d p 2 2 (22.1 7 ) 7 = 0.85(6)(7 )(72 ) 85.45 + 0.85(15)(22.1 7 )(6.10 ) 85.45 7 2 2
Page 5-B12-2
Chapter 5
Concrete Structures
( (
) )
1 7.36
1 7.36
hf ahf 0 . 85 + M n = 0.85 f c( deck ) h f b d f a h b d h c ( girder) f w p f p 2 2 (21.37 7 ) 7 = 0.85(6)(7 )(72) 85.45 + 0.85(15)(21.37 7 )(6.10) 85.45 7 2 2
Concrete Structures
Chapter 5
web. Example calculations for the stresses in the slice at the top of the deck, at the interface between the deck and girder, and the prestressing steel are as follows: For the deck concrete, Ec =
(40,000
f c + 1,000,000 1000
) = (40,000
= 4098 ksi
n = 0 .8 +
k = 0.67 +
1000 = c
y=
cf =
f c = ( f c )
n 1 + cf c
)nk
= (6 )
3.2(0.002985 0.002129)
cf =
f c = ( f c )
= 5.59
Page 5-B12-4
n 1 + cf c
nk
= (6 )
3.2(0.002404 0.002129)
ksi
WSDOT Bridge Design Manual M 23-50.06 July 2011
Chapter 5
Concrete Structures
The contribution of this slice to the overall resultant compressive force is 7 C 21 = (5.59ksi )(72in ) in = 134.16kip 21 For girder concrete, Ec =
=
(40,000
f c + 1,000,000 1000
n = 0 .8 +
k = 0.67 +
1000 = c
cf =
n 1 + cf c
)nk
= (15)
6.8(0.002375 0.002981)
= 13.51
ksi
The contribution of this slice to the overall resultant compressive force is 34.42 7.0 C 22 = (13.51ksi )(6.10in ) in = 28.60kip 79 For the prestressing steel:
ps = 0.003
Concrete Structures
Chapter 5
f ps
f ps
27,613 270 ksi = ps 887 + 1 7.36 7.36 1 + (112.4 ps ) 27,613 = 239.93ksi = (0.00964 ) 887 + 1 7.36 7.36 1 + (112.4 0.00964 )
The resultant force in the prestressing steel is T = (239.93ksi ) 15.19in 2 = 3644.6kip The overall depth to the neutral axis, c, was varied until the sum of the compressive force in all the concrete slices equaled the tension force in the prestressing steel. Equilibrium was achieved at a compressive force in the slab of 2473 kip, 3.68 below the top of slab and a compressive force in the girder of 1169kip, 16.20 below the top of slab. Summing moments about the centroid of the prestressing steel,
M n = 2473(85.45 3.68) + 1169(85.45 7 9.20) = 283,170 kip-in.
To calculate , Assume the lowest row of prestressing strands is located 2 from the bottom of the girder. The depth to the extreme strands is d t = H 2 = 89.68 2 = 87.68 in.
= 0.5 + 0.3
M n = 0.96(283,170)
273,034 kip-in.
Page 5-B12-6
Appendix 5-B13
Page 5-B13-1
Concrete Structures
Chapter 5
Page 5-B13-2
Chapter 5
Concrete Structures
Page 5-B13-3
Concrete Structures
Chapter 5
Page 5-B13-4
Chapter 5
Concrete Structures
Page 5-B13-5
Concrete Structures
Chapter 5
Page 5-B13-6
Chapter 5
Concrete Structures
Page 5-B13-7
Concrete Structures
Chapter 5
Page 5-B13-8
Chapter 5
Concrete Structures
Page 5-B13-9
Concrete Structures
Chapter 5
Page 5-B13-10
Shear and Torsion Capacity Appendix 5-B14 a Reinforced Concrete Shear and Torsion Capacity of aof Reinforced Concrete Beam Beam
Define Units: ksi 1000 psi kip 1000 lbf kcf kip ft
3
klf kip ft
Problem Description: Find the torsion and shear capacity of a reinforced concrete beam of width 37in and height 90in. Clear cover for all sides equals 1.625in. Shear and torsion reinforcement consists of #6 stirrups spaced at 5in. Longitudinal moment steel consists of 4 #18 bars in one row in the top and in the bottom. Factored loads are Vu = 450 kips and Tu = 500 kip-ft. Concrete Properties: f'c := 4 ksi Reinforcement Properties: Bar Diameters: dia ( bar) := 0.375 in if bar = 3 0.500 in if bar = 4 0.625 in if bar = 5 0.750 in if bar = 6 0.875in if bar = 7 1.000in if bar = 8 1.128in if bar = 9 1.270in if bar = 10 1.410in if bar = 11 1.693in if bar = 14 2.257in if bar = 18 fy := 40 ksi E s := 29000ksi E p := 28500ksi barLT := 18 barLB := 18 barT := 6 s := 5 in LRFD 5.4.3.2 LRFD 5.4.4.2 for strands Longitudinal - Top Longitudinal - Bottom Transverse Spacing of Transverse Reinforcement
Page 5-B14-1
Bar Areas: A b ( bar) := 0.11 in 0.20 in 0.31 in 0.44 in 0.60 in 0.79 in 1.00 in 1.27 in 1.56 in 2.25 in 4.00 in
2 2 2 2 2 2 2 2 2 2 2
if bar = 3 if bar = 4 if bar = 5 if bar = 6 if bar = 7 if bar = 8 if bar = 9 if bar = 10 if bar = 11 if bar = 14 if bar = 18
Concrete Structures
Chapter 5
( ) A LB := A b ( barLB) A T := A b ( barT)
A LT := Ab barLT Width of Beam Height of Beam
A LT = 4 in
2 2 2
A LB = 4 in
A T = 0.44 in
bottomcover := 1.625 in sidecover := 1.625 in topcover := 1.625 in Factored Loads: V u := 450 kip Tu := 500 kip ft Mu := 0 kip ft Nu := 0 kip Torsional Resistance Investigation Requirement: Torsion shall be investigated where: Tu > 0.25 Tcr := 0.90 A cp := b h pc := ( b + h) 2 fpc := 0 ksi For Torsion and Shear Normal weight concrete A cp = 3330 in pc = 254 in
2
LRFD 5.8.2.1
LRFD 5.5.4.2
A fpc cp 2 ksi f'c in Tcr := 0.125 1+ kip in ksi pc f'c 0.125 ksi in
Page 5-B14-2
Chapter 5
Concrete Structures
0.25 Tcr = 204.6 kip ft Tu > 0.25 Tcr = 1 Torsion shall be investigated.
Since torsion shall be investigated, transverse reinforcement is required as per LRFD 5.8.2.4. The minimum transverse reinforcement requirement of LRFD 5.8.2.5 shall be met. Minimum Transverse Reinforcement: bv := b A v := 2AT A vmin := 0.0316 A v Avmin = 1 f'c ksi ksi bv s fy bv = 37 in A v = 0.88 in
2 2
A vmin = 0.29 in
OK LRFD 5.8.2.1
ph = 238 in A oh := b 2 sidecover +
dT 2
A o = 2412.3 in
LRFD C5.8.2.1
V ust :=
0.9 ph Tu Vu + 2 Ao
2
LRFD 5.8.2.1-6
Page 5-B14-3
Concrete Structures
Chapter 5
LRFD 5.8.3.4.2-1
v u :=
v u = 0.202 ksi
LRFD 5.8.2.9-1
From Table 5.8.3.4.2-1, Find and := 30.5 deg := 2.59 Value is close to original guess. OK.
Page 5-B14-4
Chapter 5
Concrete Structures
Torsional Resistance: The factored Torsional Resistance shall be: Tr = Tn A t := A T Tn := 2 A o At fy cot ( ) s A t = 0.44 in
2
LRFD 5.8.2.1
Tr := Tn
LRFD 5.8.2.1
Tr Tu = 1 Shear Resistance: The factored Shear Resistance shall be: V r = Vn V c := 0.0316 := 90 deg V s := f'c ksi bv dv ksi
OK
V s = 930.4 kip
LRFD 5.8.3.3
Page 5-B14-5
Concrete Structures
Chapter 5
Check for Longitudinal Reinforcement: fps := 0 ksi X1 := As fy + Aps fps For a Solid Section: Mu dv 0.5 Nu
2 Vu + cot ( ) Vp 0.5 Vs +
LRFD 5.8.3.6.3
X1 = 640 kip
X2 :=
0.45 ph Tu 2 Ao
Maximum Spacing of Transverse Reinforcement: v u = 0.202 ksi 0.125 f'c = 0.5 ksi s max := if v u < 0.125 f'c , min 0.8 dv , 24in , min 0.4 dv , 12in s max = 24 in if s s max , "OK" , "NG" = "OK"
))
Page 5-B14-6
Sound Wall Design - Type D-2k Sound Wall Design Appendix 5-B15 Precast Panel on Shaft Type D-2k
This design is based upon: AASHTO Guide Specifications for Structural Design of Sound Barriers - 1989 (including 2002 interim) AASHTO Standard Specifications for Highway Bridges 17th Ed. - 2002 USS Steel Sheet Piling Design Manual - July 1984 WSDOT Bridge Design Manual Caltrans Trenching and Shoring Manual - June 1995 This design doesn't account for the loads of a combined retaining wall / noisewall. A maximum of 2 ft of retained fill above the final ground line is suggested. MathCAD file written by Brian Aldrich, July 15, 2004. Define Units: ksi 1000 psi plf lbf ft Concrete Properties: wc := 160 pcf f'c := 4000 psi
1.5 1
klf kip ft
BDM 4.1.1
wc Ec := pcf
33
f'c psi
psi
Ec = 4.224 10 psi
Std Spec. 8.7.1 Std Spec. 8.16.2.7 1 = 0.85 Std Spec. 8.15.2.1.1
f'c 4000 psi 1 := if f'c 4000 psi , 0.85 , max 0.85 0.05 , 0.65 1000 psi fr := 7.5 f'c psi psi fr = 474.3 psi
Page 5-B15-1
Concrete Structures
Chapter 5
Reinforcement Properties: Diameters: dia ( bar) := 0.375 in if bar = 3 0.500 in if bar = 4 0.625 in if bar = 5 0.750 in if bar = 6 0.875 in if bar = 7 1.000 in if bar = 8 1.128 in if bar = 9 1.270 in if bar = 10 1.410 in if bar = 11 1.693 in if bar = 14 2.257 in if bar = 18 fy := 60000 psi Es := 29000000 psi Std. Spec. 8.7.2 Areas: Ab ( bar) := 0.11 in
2 2 2 2 2 2 2 2 2 2 2
if bar = 3 if bar = 4 if bar = 5 if bar = 6 if bar = 7 if bar = 8 if bar = 9 if bar = 10 if bar = 11 if bar = 14 if bar = 18
0.20 in 0.31 in
0.44 in
0.60 in 0.79 in
1.00 in
1.27 in 1.56 in
2.25 in
4.00 in
Page 5-B15-2
Chapter 5
Concrete Structures
Wall Geometry: Wall Height: Half of Wall Height: Shaft Diameter: Shaft Spacing: H := 24 ft h := H 0.5 b := 2.50 ft L := 12 ft H should be <= 28 ft h = 12 ft
Wind Load (Guide Spec. Table 1-2.1.2.C): WindExp := "B2" WindVel := 90 mph Wind Exposure B1 or B2 - Provided by the Region Wind Velocity 80 or 90 mph - Provided by the Region 12 psf if ( WindExp = "B1" WindVel = 80 mph) 16 psf if ( WindExp = "B1" WindVel = 90 mph) 20 psf if ( WindExp = "B2" WindVel = 80 mph) 25 psf if ( WindExp = "B2" WindVel = 90 mph) "error" Wind Pressure: otherwise Pw = 25 psf
Seismic Load (Guide Spec. 1-2.1.3): Acceleration Coefficient DL Coefficient, Wall Panel Plan Area: Seismic Force EQD (perp. to wall surface): A := 0.35 f := 0.75 App := 4in L + 13in 16in EQD := max ( A f , 0.1) BDM 4.4-A2 Not on bridge condition App = 5.44 ft
2
App wc L
Factored Loads (Guide Spec. 1-2.2.2): Wind := 1.3 Pw 2 h L EQ := 1.3 EQD 2 h L P := max ( Wind , EQ) Wind = 9360 lbf EQ = 7134 lbf P = 9360 lbf Factored Design load acting at mid height of wall "h".
Page 5-B15-3
Concrete Structures
Chapter 5
at mid height of wall "h". Soil Parameters: Soil Friction Angle: Soil Unit Weight: Top Soil Depth: Ineffective Shaft Depth: Isolation Factor for Shafts: := 38 deg := 125 pcf y := 2.0 ft do := 0.5 ft Iso := min 3.0 , 0.08 Iso = 3.00 Factor of Safety: Angle of Wall Friction: Correction Factor for Horizontal Component of Earth Pressure: Foundation Strength Reduction Factors: FS := 1.00 := 2 3 = 25.333 deg HC = 0.904 Provided by the Region Provided by the Region From top of shaft to ground line Depth of neglected soil at shaft
deg b
,
Factor used to amplify the passive resistance based on soil wedge behavior resulting from shaft spacing - Caltrans pg 10-2. Guide Spec. App. C pg. 33
HC := cos ( )
fa := 1.00 fp := 0.90
( Active ) ( Passive)
Page 5-B15-4
Chapter 5
Concrete Structures
Page 5-B15-5
Concrete Structures
Chapter 5
1 2
s1 = 26.5651 deg
s1
= 0.70
Using the USS Steel Sheet Piling Design Manual, Figure 5(a): For = 38 deg and s = 0 deg: Ka = 0.234, Kp = 14.20, Rp = 0.773 For = 38 deg and s = -26.5651 deg: Ka = 0.190, Kp = 3.060, Rp = 0.773 Active Earth Pressure Coeff: Passive Earth Pressure Coeff: Reduction for Kp: Active Pressure: P a1 := Ka1 HC fa Passive Pressure: P p1 := Side 2: Backfill Slope Angle: Active Earth Pressure Coeff: Passive Earth Pressure Coeff: Reduction for Kp: Active Pressure: P a2 := Ka2 HC fa Passive Pressure: P p2 := K p2 Rp2 HC Iso fp FS P p2 = 722 psf ft P a2 = 21 psf ft s2 := atan Ka2 := 0.190 Kp2 := 3.060 Rp2 := 0.773 K p1 Rp1 HC Iso fp FS P p1 = 722 psf ft P a1 = 21 psf ft Ka1 := 0.190 Kp1 := 3.060 Rp1 := 0.773 For = 32 deg and s = 0 deg: Ka = 0.290, Kp = 7.85, Rp = 0.8366 For = 32 deg and s = -26.5651 deg: Ka = 0.230, Kp = 1.82, Rp = 0.8366 USS Fig. 5(a) USS Fig. 5(a) USS Fig. 5(a)
1 2
s2 = 26.5651 deg USS Fig. 5(a) USS Fig. 5(a) USS Fig. 5(a)
s2
= 0.70
Side 1 Side 2
WSDOT Bridge Design Manual M 23-50.06 July 2011
Chapter 5
Concrete Structures
Depth of Shaft Required: The function "ShaftD" finds the required shaft depth "d" by increasing the shaft depth until the sum of the moments about the base of the shaft "Msum" is nearly zero. See Figure A for a definition of terms. ShaftD do , P , R1 , R2 , b , h , y :=
R2 z ( d z) R1 d + R2 ( d z)
P1 R2 do d do z
2 1 P2 R2 d do z 2
)(
1 P3 R2 ( d z) x 2 1 P4 R1 d ( z x ) 2 X1 z + d do 2 2 z + d do 3 x 3
X2
X3 z X4 1 3
( z x)
Msum P ( h + y + d) + b ( P1 X1 P2 X2 P3 X3 + P4 X4) d
Page 5-B15-7
Concrete Structures
Chapter 5
Check for 2 load cases. Case 1 has load P acting as shown on Figure A. Case 2 has load P acting in the opposite direction. Case 1: dc1 := ShaftD do , P , R1 , R2 , b , h , y 2
xc1 :=
) )
ft
xc2 :=
) )
ft
Determine Shaft Lateral Pressures and Moment Arms for Controlling Case: d := max dc1 , dc2
) )
psf Ra = 700 ft
Ra := if dc2 dc1 , R1 , R2 2
2 2 Ra do Ra d P z := z = 5.102 ft d ( Ra + Rb) 2 b 2
P1 := Ra do d do z
2 1 P2 := Ra d do z 2 1 P3 := Ra ( d z) x 2
)(
P1 = 1953
lbf ft lbf
X1 :=
X1 = 7.892 ft
P2 = 10901 P3 = 3825
ft lbf
X2 :=
1 P4 := Rb d ( z x ) 2
ft lbf P4 = 12935 ft
X3 := z X4 := 1 3
( z x)
Msum := P ( h + y + d) + b ( P1 X1 P2 X2 P3 X3 + P4 X4)
Page 5-B15-8
Chapter 5
Concrete Structures
Shaft Design Values: The Maximum Shear will occur at the bolts or at the top of area 4 on Figure A: Vshaft := max P , P4c1 b , P4c2 b
The Maximum Moment in the shaft will occur where the shear = 0. Assume that the point where shear = 0 occurs in areas 1 and 2 on Figure A. Check for Case 1: sc1 := do + 2P 2 do + R2 b sc1 = 2.808 ft
2 1 3 1 Mshaftc1 := P h + y + do + s c1 R2 do b s c1 R2 b s c1 2 6
Check that the point where shear = 0 occurs in areas 1 and 2 on Figure A: Check1 := if sc1 dc1 do zc1 , "OK" , "NG" Check for Case 2: sc2 := do + 2P 2 do + R1 b sc2 = 2.808 ft
Check1 = "OK"
2 1 3 1 Mshaftc2 := P h + y + do + s c2 R1 do b s c2 R1 b s c2 2 6
Check that the point where shear = 0 occurs in areas 1 and 2 on Figure A:
Anchor Bolt and Panel Post Design Values: Vbolt = 9360 lbf Mbolt = 131040 lbf ft
Panel Design Value (about a vertical axis): Find Design Moment for a 1 ft wide strip of wall (between panel posts) for the panel flexure design wpanel := max Pw , max ( A f , 0.1) 4in wc
Page 5-B15-9
Concrete Structures
Chapter 5
Mpanel := 1.3
wpanel L 8
Mpanel = 585
lbf ft ft
Panel Post Resistance: Clpa := 1.0in bpa := 10in Clear Cover to Ties Width of Post hpa := 17in barA := 10 Depth of Post Per Design Requirements
Check Flexural Resistance (Std. Spec. 8.16.3): f := 0.90 dpa := hpa Clpa dia ( 3) As := 2 A b barA a := As fy 0.85 f'c bpa dia barA 2 Std. Spec. 8.16.1.2.2
Effective depth
Mn = 161910 lbf ft
Check3 = "OK"
Check Maximum Reinforcement (Std. Spec. 8.16.3.1): b := 0.85 1 f'c fy As bpa dpa
b = 0.029
:=
= 0.01694
Check4 = "OK"
Check5 = "OK"
Check Shear (Std. Spec. 8.16.6) - Note: Shear Capacity of stirrups neglected: v := 0.85 Std. Spec. 8.16.1.2.2
Page 5-B15-10
Chapter 5
Concrete Structures
Vca := 2
f'c psi
Check6 := if v Vca Vbolt , "OK" , "NG" Panel Post Base Resistance: bpb := 9in hpb := 17.5in
)
barB := 9
Check6 = "OK"
Check Flexural Resistance (Std. Spec. 8.16.3): f = 0.9 dpb := hpb 0.75in As := 2 A b barB a := As fy 0.85 f'c bpb Std. Spec. 8.16.1.2.2 dpb = 16.75 in Effective depth As = 2 in
2
a = 3.922 in
Mn = 147892 lbf ft
Check7 = "OK"
Check Maximum Reinforcement (Std. Spec. 8.16.3.1): b := := 0.85 1 f'c fy As bpb dpb
b = 0.029 = 0.01327
Check8 = "OK"
Check9 = "OK"
Check Shear (Std. Spec. 8.16.6) - Note: Shear Capacity of stirrups neglected: v = 0.85
WSDOT Bridge Design Manual M 23-50.06 July 2011
Concrete Structures
Chapter 5
Vcb := 2
f'c psi
Check10 = "OK"
Required Splice Length (Std. Spec. 8.25 and 8.32): Basic Development Length (Std. Spec. 8.25.1): max fy 0.04 Ab ( bar) fy if bar 11 , 0.0004 dia ( bar) psi f'c psi in psi in if bar = 14
lbasic ( bar) :=
in if bar = 18
( (
) )
Development Length (Std. Spec. 8.25): For top reinforcement placed with more than 12 inches of concrete cast below (Std. Spec. 8.25.2.1): ldA := lbasicA 1.4 ldB := lbasicB 1.4 Required Lapsplice (Y): The required lapsplice Y is the maximum of the required lap splice length of bar A (using a Class C splice), the development length of bar B, or 2'-0" per BDM 5.1.2.D. LapSplice := max 1.7 ldA , ldB , 2 ft ldA = 5.623 ft ldB = 4.427 ft
) )
LapSplice = 9.558 ft
Note: Lap Splices are not allowed for bar sizes greater than 11 per AASHTO Std. Spec. 8.32.1.1. Check11 := if barA 11 barB 11 , "OK" , "NG"
Page 5-B15-12
Check11 = "OK"
WSDOT Bridge Design Manual M 23-50.06 July 2011
Chapter 5
Concrete Structures
Anchor Bolt Resistance (Std. Spec. 10.56): Vbolt = 9360 lbf Mbolt = 131040 lbf ft dbolt := 1.0 in Abolt := dbolt 4
2
Abolt = 0.785 in
Std. Spec. Tbl. 10.56A for A307 Std. Spec. Tbl. 10.56A for A307
L 2
fa :=
fv :=
fv = 2.98 ksi
Check12 = "OK"
ft :=
13.5in 2 Abolt
fa
ft = 70.35 ksi
Tensile Stress
2 fv fv Ft1 := if 0.33 , Ft , Ft 1 Fv Fv
Check13 := if ft Ft1 , "OK" , "NG"
Ft1 = 30 ksi
Check13 = "NG"
Page 5-B15-13
Concrete Structures
Chapter 5
Design Summary: Wall Height: Required Shaft Depth: Maximum Shaft Shear: Maximum Shaft Moment: Maximum Shaft Moment Accuracy Check (Case 1): Maximum Shaft Moment Accuracy Check (Case 2): Bar A: Post Flexural Resistance (Bar A): Maximum Reinforcement Check (Bar A): Minimum Reinforcement Check (Bar A): Post Shear Check (Bar A): Bar B: Post Flexural Resistance (Bar B): Maximum Reinforcement Check (Bar B): Minimum Reinforcement Check (Bar B): Post Shear Check (Bar B): Lap Splice Length: Lap Splice Allowed Check: Bolt Diameter: Anchor Bolt Shear Stress Check: Anchor Bolt Tensile Stress Check: H = 24 ft d = 11.18 ft Vshaft = 32339 lbf Mshaft = 152094 lbf ft Check1 = "OK" Check2 = "OK" barA = 10 Check3 = "OK" Check4 = "OK" Check5 = "OK" Check6 = "OK" barB = 9 Check7 = "OK" Check8 = "OK" Check9 = "OK" Check10 = "OK" LapSplice = 9.558 ft Check11 = "OK" dbolt = 1 in Check12 = "OK" Check13 = "NG"
Page 5-B15-14
Contents
Page
Structural Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0-1 6.0.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0-1 6.0.2 Special Requirements for Steel Bridge Rehabilitation or Modification . . . . . . . . . 6.0-1 Design Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.1 Codes, Specification, and Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.2 Preferred Practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.3 Preliminary Girder Proportioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.4 Estimating Structural Steel Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.5 Bridge Steels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.6 Available Plate Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.7 Girder Segment Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.8 Computer Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.9 Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.2 I-Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.3 Tub or Box Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.4 Fracture Critical Superstructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1-1 6.1-1 6.1-1 6.1-2 6.1-2 6.1-4 6.1-5 6.1-5 6.1-5 6.1-5 6.2-1 6.2-1 6.2-1 6.2-1 6.2-3
6.1
6.2
6.3
Design of I-Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.1 Limit States for AASHTO LRFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.2 Composite Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.3 Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-1 6.3.4 Webs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.5 Transverse Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.6 Longitudinal Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.7 Bearing Stiffeners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-2 6.3.8 Crossframes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-3 6.3.9 Bottom Laterals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-4 6.3.10 Bolted Field Splice for Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-4 6.3.11 Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-5 6.3.12 Roadway Slab Placement Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-6 6.3.13 Bridge Bearings for Steel Girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-7 6.3.14 Surface Roughness and Hardness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-7 6.3.15 Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-9 6.3.16 Shop Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3-10
Page 6-i
Contents
Chapter 6
Page
6.4
Plan Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.2 Structural Steel Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.3 Framing Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.4 Girder Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.5 Typical Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.6 Crossframe Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.7 Camber Diagram and Bearing Stiffener Rotation . . . . . . . . . . . . . . . . . . . . . . . . 6.4.8 Bridge Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.9 Handrail Details, Inspection Lighting, and Access . . . . . . . . . . . . . . . . . . . . . . . 6.4.10 Box Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.4-1 6.4-1 6.4-1 6.4-1 6.4-1 6.4-2 6.4-2 6.4-2 6.4-3 6.4-3 6.4-4
6.5
6.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99-1 Appendix 6.4-A1 Appendix 6.4-A2 Appendix 6.4-A3 Appendix 6.4-A4 Appendix 6.4-A5 Appendix 6.4-A6 Appendix 6.4-A7 Appendix 6.4-A8 Appendix 6.4-A9 Appendix 6.4-A10 Appendix 6.4-A11 Appendix 6.4-A12 Appendix 6.4-A13 Framing Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A1 Girder Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A2 Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A3 Steel Plate Girder Field Splice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A4 Example Crossframe Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A5 Camber Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A6 Steel Plate Girder Roadway Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A7 Steel Plate Girder Slab Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A8 Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A9 Box Girder Geometrics and Proportions . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A10 Example Box Girder Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4-A11 Example Box Girder Pier Diaphragm Details . . . . . . . . . . . . . . . . . . . . 6.4-A12 Example Box Girder Miscellaneous Details . . . . . . . . . . . . . . . . . . . . . 6.4-A13
Page 6-ii
Chapter 6
6.0 Structural Steel
6.0.1 Introduction
Structural Steel
This chapter primarily covers design and construction of steel plate girder bridge superstructures. Because of their limited application, other types of steel superstructures (truss, arch, cable stayed, suspension, etc.) are not addressed. Plate girder bridges are commonly used for river crossings and curved interchange ramps. Typical span lengths range from 150 to 300 feet. Steel girders are also being used where limited vertical clearance requires shallow superstructure depth. They may be set over busy highway lanes with a minimum of disruption and falsework, similar to precast concrete elements. Longitudinal launching of steel framing and transverse rolling of completed steel structures have been done successfully. English units are the current standard for detailing. Metric units may be used on acase-by-case basis. Widening or rehabilitation plan units should be consistent withthe original.
Page 6.0-1
Structural Steel
Chapter 6
Page 6.0-2
Chapter 6
Structural Steel
Page 6.1-1
Structural Steel
Chapter 6
Currently, economical design requires simplified fabrication with less emphasis on weight reduction. The number of plate thicknesses and splices should be minimized. Also, the use of fewer girder lines, spaced at a maximum of about 14 feet, saves on fabrication, shipping, painting, and future inspection. Widely spaced girders will have heavier flanges, hence, greater stability during construction. Normally, eliminating a girder line will not require thickening remaining webs or increasing girder depth. The increased shear requirement can be met with a modest addition of web stiffeners or slightly thicker websat interior piers. For moderate to long spans, partially stiffened web design is the most economical. This method is a compromise between slender webs requiring transverse stiffening throughout and thicker, unstiffened webs. Stiffeners used to connect crossframes shall be welded to top and bottom flanges. Jacking stiffeners shall be used adjacent to bearing stiffeners, on girder or diaphragm webs, in order to accommodate future bearing replacement. Coordinate jack placement in substructure and girderdetails. Steel framing should consist of main girders and crossframes. Bottom lateral systems should only be used when temporary bracing is not practical. Where lateral systems are needed, they should be detailed carefully for adequate fatigue life. Standard corrosion protection for steel bridges is a three-coat paint system, west of the Cascades and where paint is required for appearance. Weathering steel should be considered for dry, eastern regions. When weathering steel is used and appearance is not critical, a single shop coat of inorganic zinc-rich primer may be considered in coastal regions. WSDOT does not currently allow the use of steel stay-in-place deck forms.
Page 6.1-2
Chapter 6
Structural Steel
Page 6.1-3
Composite Welded Steel Plate I Girder
Figure 6.1.4-1. WSDOT Bridge Design Manual M 23-50.12 August 2012
Structural Steel
Chapter 6
Plates and rolled sections are available in these specifications and grades. Rolled sections include beams (W, S, and M shapes), H-piles, tees, channels, and angles. These materials are prequalified under the Bridge Welding Code. The common specification for wide flange beams is now ASTMA992. Use AASHTO M 270 grades 50 or 50W for plate girders. The fabricated costs of structural carbon and structural low alloy steel plate girders are about equal. AASHTO now recommends grade HPS70W instead of grade 70W for bridge use. HPS70W can be economical if used selectively in hybrid design. Formoderate spans consider HPS70W for the bottom flanges throughout and top flanges near interior piers. The use of M 270 grade 100 or 100W requires approval by the Bridge Design Engineer, and shouldnot be used until grade HPS100W is available. All main load-carrying members or components subject to tensile stress shall be identified in the plans and be required to meet the minimum Charpy V-notch (CVN) fracture toughness values as specified in AASHTO LRFD Table 6.6.2-2, temperature zone 2. Fracture critical members or components shall also be designated in the plans. Availability of weathering steel can be a problem for some sections. For example, steel suppliers do not stock angles or channels in weathering steel. Weathering steel wide flange and tee sections are difficult tolocate or require a mill order. ASTM A 709 and AASHTO M 270 bridge steels are not stocked by local service centers. The use of bridge steel should be restricted to large quantities such as found in typical plate girder projects. The older ASTM specification steels, such as A 36, should be specified when a fabricator would be expected to purchase from local service centers. The older AASHTO designations, such as M183, have been dropped. Structural tubes and pipes are covered by other specifications. See the latest edition of the AISC Manual of Steel Construction for selection and availability. These materials are not considered prequalified under the Bridge Welding Code. They are covered under the Structural Welding Code AWS D1.1. Structural tubingASTM A 500 is not recommended for dynamic loading applications unless minimum CVN requirements are specified.
Page 6.1-4
Chapter 6
Structural Steel
6.1.9Fasteners
All bolted connections shall be friction type (slip-critical). Assume ClassB faying surfaces where inorganic zinc primer is used. If steel will be given a full paint system in the shop, the primed faying surfaces need to be masked to maintain the Class Bsurface.
WSDOT Bridge Design Manual M 23-50.12 August 2012 Page 6.1-5
Structural Steel
Chapter 6
General Guidelines for Steel Bolts A. M164 (A325) High strength steel, headed bolts for use in structural joints. These bolts may behotdip galvanized. Do not specify for anchor bolts. B. A449 High strength steel bolts and studs for general applications including anchor bolts. Recommended for use as anchor bolts where strengths equivalent to A325 bolts are desired. Thesebolts may be hot-dip galvanized. Do not use these anchor bolts for seismic applications duetolow CVN impact toughness. C. M 314 (F1554) - Grade 105 Higher strength anchor bolts to be used for larger sizes (1 3). When used in seismic applications, ASTM F 1554 shall be specified, since AASHTO M 314 lacks the CVN supplemental requirements. Specify supplemental CVN requirement S5 when these are used in seismic applications (most bridge bearings that resist lateral loads). Lower grades may also be suitable for sign structure foundations. This specification should also be considered for seismic restrainer rods, and may be galvanized. D. M 253 (A490) High strength alloy steel, headed bolts for use in structural joints. These bolts should not be galvanized, because of the high susceptibility to hydrogen embrittlement. In lieu ofgalvanizing, theapplication of an approved zinc rich paint may be specified. Do not specify foranchorbolts. E. A354 - Grade BD high strength alloy steel bolts and studs. These are suitable for anchor bolts where strengths equal to A490 bolts are desired. These bolts should not be galvanized. If used in seismic applications, specify minimum CVN toughness of 25 ft-lb at 40F.
Page 6.1-6
Chapter 6
Structural Steel
6.2.2 I-Girders
Welded plate I-girders constitute the majority of steel girders designed by WSDOT. The I-girder represents an efficient use of material for maximizing stiffness. Its shortcoming isinefficiency in resisting shear. Office practice is to maintain constant web thickness and depth for short to medium span girders. Weight savings is achieved by minimizing the number of webs used for a given bridge. This also helps minimize fabrication, handling, and painting costs. Current office practice is to use a minimum of three girders to provide redundant load path structures. Two girder superstructures are considered nonredundant and hence, fracture critical. Buckling behavior of relatively slender elements complicates steel plate girder design. Most strength calculations involve checks on buckling in some form. Local buckling can be a problem in flanges, webs, and stiffeners if compression is present. Also, overall stability shall be ensured throughout all stages of construction, with or without a bridge deck. The art of designing steel girders is to minimize material and fabrication expense while ensuring adequate strength, stiffness, and stability. I-girders are an excellent shape for welding. All welds for the main components are easily accessible and visible for welding and inspection. The plates are oriented in the rolling direction to make good use of strength, ductility, and toughness of the structural steel. The web is attached to the top and bottom flanges with continuous fillet welds. Usually, they are made with automatic submerged arc welders. These welds are loaded parallel to the longitudinal axis and resist horizontal shear between the flanges and web. Minimum size welds based on plate thickness will satisfy strength and fatigue requirements in most cases. The flanges and webs are fabricated to full segment length with full penetration groove welds. These welds are inspected by ultrasound (UT) 100%. Tension welds, as designated in the plans, are also radiographed (RT) 100%. Office practice is to have flanges and webs fabricated full length before they are welded into the I shape. Weld splicing builtup sections results in poor fatigue strength and zones that are difficult to inspect. Quality welding and inspection requires good access for both.
Page 6.2-1
Structural Steel
Chapter 6
The top lateral system placed inside the girder is treated as an equivalent plate, closing the open section, to increase torsional stiffness before slab curing. Although not required by the code, it helps ensure stability that may be overlooked during construction. Partial or temporary bracing may be used provided it is properly designed and installed. Dramatic construction failures have occurred due to insufficient bracing of box girders. Stability of the shape must be ensured for all stages of construction per AASHTO LRFD article 6.11.3. The cured deck serves to close the section for torsional stiffness. Internal crossframes or diaphragms are used to maintain the shape and minimize distortion loading on individual plates and welds making up the box. Box segments will have considerable torsional stiffness when top lateral bracing is provided. This may make fit-up in the field difficult. The ability to make box girders with high torsional stiffness makes them a popular choice for short radius curved structures. Curved box girders, because of inherent torsional stiffness, behave differently than curved I-girders. Curved box girder behavior is approximated by the M/R method, rather than the V-load method. See curved girder references listed at the end of this chapter for complete description. Straight box girders, when proportioned in accordance with AASHTO LRFD article 6.11.2 may be designed without consideration of distortional stresses. The range of applicability for live load distribution is based on:
(6.2.3-1)
which limits the number of lanes loading each box. Wide box girder spacing, outside this range, will require additional live load analysis. Consideration must be given to differential deflection between boxes when designing the bridge deck. Generally, use of crossframes between boxes is limited to long spans with curvature. Box girders should be detailed for single bearings per box. If bearings are located under each web, distribution of loads is uncertain. Generally, plate diaphragms with access holes are used in place of pier crossframes. With the exception of effects from inclined webs, top flanges and webs are designed as if they were part of individual I-girders. The combined bottom flange is unique to box girders. In order to maximize web spacing while minimizing bottom flange width, office practice is to place webs out of plumb on a slope of 1in4. Wide plates present two difficulties: excessive material between shop splices and buckling behavior in compression zones (interior piers). To keep weight and plate thickness within reason, it is often necessary to stiffen the bottom flange in compression with longitudinal stiffeners. Office practice is to use tee sections for longitudinal stiffeners and channel bracing at crossframe locations (transverse stiffeners). If possible, bottom flange stiffeners are terminated at field splices. Otherwise, carefully ground weld terminations are needed in tension regions with high stress range. Due to the transverse flexibility of thin wide plates, stiffener plates are welded across the bottom flange at crossframe locations, combined with web vertical stiffeners. For the design of the bottom flange in compression, see AASHTO LRFD articles 6.11.8.2 and 6.11.11.2.
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6.3.3Flanges
Flange thickness is limited to 4 maximum in typical bridge plate, but the desirable maximum is 3. Structural Steel Notes on contract plans shall require all plates for flange material shall be purchased such that the ratio of reduction of thickness from a slab to plate shall be at least 3.0:1. This requirement helps ensure the plate material has limited inclusions and micro-porosity that can create problems during cutting and welding. Recent inquires with major domestic steel mills found that the 3.0:1 reduction requirement can be obtained up to 4 thick plate. The number of plate thicknesses used for a given project should be kept to a minimum. Generally, the bottom flange should be wider than the top flange. Flange width changes should be made at bolted field splices. Thickness transitions are best done at welded splices. AASHTO LRFD Article 6.13.6.1.5 requires fill plates at bolted splices to be developed, if thicker than . Since this requires a significant increase in the number of bolts for thick fill plates, keeping the thickness transition or less by widening pier segment flanges can be a better solution. Between field splices, flange width should be keptconstant.
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6.3.4Webs
Maintain constant web thickness throughout the structure. If different web thickness is needed, the transition should be at a welded splice. Horizontal web splices are not needed unless web height exceeds 12-6. Vertical web splices for girders should be shown on the plans in an elevation view with additional splices made optional to the fabricator. All welded web splices on exterior faces of exterior girders and in tension zones elsewhere shall be ground smooth. Web splices of interior girders need not be ground in compression zones.
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6.3.8 Crossframes
The primary function of intermediate crossframes is to provide stability to individual girders or flanges. Crossframes or diaphragms are required at each support to brace girders; they should be as near to fulldepth as practical. Crossframes share live load distribution between girders with the concrete deck. The approximate AASHTO LRFD live load distribution factors were based on the absence of intermediate crossframes. Where crossframes are present, the exterior girder distribution factors are also determined according to AASHTO LRFD article 4.6.2.2.2d (conventional approximation for loads on piles). On curved bridges, the crossframes also resist twisting of the superstructure. Pier crossframes are subjected to lateral loads from wind, earthquake, and curvature. These forces are transmitted from the roadway slab to the bearings by way of the pier crossframes. Intermediate crossframes also resist wind load to the lower half of the girders. The primary load path for wind is the concrete deck and pier diaphragms. Wind load on the bottom flange is shed incrementally to the deck through intermediate crossframes. The essential function, however, is to brace the compression flanges for all stages of construction and service life. As such, continuous span girders require bottom flange bracing near interior supports. Office practice requires intermediate crossframes, at spacing consistent with design assumptions. The 25 foot maximum spacing of older specifications is not maintained in the AASHTO LRFD code. A rectangular grid of girders and crossframes is not significantly stiff laterally before the deck is cured. Both wind and deck placement can cause noticeable deflections. In the case of deck placement, permanent sideway and rotation of the steel framing may result. Some form of temporary or permanent lateral bracing is thereforerequired. Crossframes and connections should be detailed for repetitive fabrication, adjustment in the field, and openness for inspection and painting. Avoid back-to-back angles separated by gusset plates. These are difficult to repaint. Crossframes are generally patterned as K-frames or as X-frames. Typically the configuration selected is based on the most efficient geometry. The diagonals should closely approach a slope of 1:1 or 45. Avoid conflicts with utilities passing between the girders. Detailing of crossframes should follow guidelines of economical steel bridge details promoted by the National Steel Bridge Alliance. Office practice is to bolt rather than weld individual pieces, to provide some field adjustment. Oversize holes are not allowed in crossframe connections if girders are curved. Intermediate crossframes for straight girders with little or no skew should be designed as secondary members. Choose members that meet minimum slenderness requirements and design connections only for anticipated loads, not for 75% strength of member. In general, crossframes should be installed parallel to piers for skew angles of 0 to 20. For greater skew angles, other arrangements may be used. Consult with the design unit supervisor or the steel specialist for special requirements. Intermediate crossframes for curved I-girders require special consideration. Curved girder systems should be designed according to AASHTO Guide Specifications for Horizontally Curved Highway Bridges. Crossframes for curved girder bridges are main load carrying members and tension components should be so designated in the plans. For highly curved systems, it is more efficient to keep members and connections concentric, as live loads can be significant. Welded connections should be carefully evaluated for fatigue. Web stiffeners at crossframes shall be welded to top and bottom flanges. This practice minimizes out-ofplane bending of the girder web. Bridge widening requires special attention to girder stability during slab placement. Lateral movement and rotation has been common with widening projects around the country. Narrow framing, such as a two girder widening, requires bracing to an existing structure. A common method for bracing is to install crossframes (in bay between existing and new girders) with only enough bolts installed to allow for differential deflection but no rotation. Remaining bolts can be installed through field-drilled holes after the slab has cured.
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6.3.11 Camber
Camber includes effects of profile grade, superelevation, anticipated dead load deflections, and slab shrinkage (if measurable). Permanent girder deflections shall be shown in the contract plans in the form of camber diagrams and tables. Dead load deflections are due to steel self-weight, bridge deck dead load, and superimposed dead loads such as overlay, sidewalks, and barriers. Since fabricated camber and girder erection have inherent variability, bridge deck form height is adjusted after steel has been set. Although a constant distance from top of web to top of deck is assumed, this will vary along the girders. Bridge deck forms without adjustment for height are not allowed. Girders must be profiled once fully erected, and before bridge deck forms are installed. See Standard Specification 6-03.3(39). Girder camber is established at three stages of construction. First, girder webs are cut from plates so that the completed girder segment will assume the shape of reverse dead load deflections superimposed on profile grade. Only minor heat corrections may be made in the shop to meet the camber tolerance of the Bridge Welding Code AWS D1.5 Chapter 3.5. Camber for plate girders is not induced by mechanical force. The fabricated girder segment will incorporate the as-cut web shape and minor amounts of welding distortion. Next, the girder segments are brought together for shop assembly. Field splices are drilled as the segments are placed in position to fit profile grade plus total dead load deflection (no load condition). Finally, the segments are erected, sometimes with supports at field splices. There may be slight angle changes at field splices, resulting in altered girder profiles. Errors at mid-span can be between one to two inches at thisstage. The following is a general outline for calculating camber and is based on girders having shear studs the full length of the bridge. Two camber curves are required, one for total dead load plus bridge deck formwork and one for steel framing self-weight. The difference between these curves is used to set bridge deck forms. Girder dead load deflection is determined by using various computer programs. Many steel girder design programs incorporate camber calculation. Girder self-weight is assumed to include the basic section plus stiffeners, crossframes, welds, shear studs, etc. These items may be accounted for by adding an appropriate percentage of basic section weight (15% is a good rule ofthumb). Total dead load camber shall consist of deflection due to: A. Steel weight, applied to steel section. Include 10 psf bridge deck formwork allowance in the total dead load camber, but not in the steel weight camber. The effect of removing formwork is small in relation to first placement, due to composite action between girders and bridge deck. It isnt necessary to account for theremoval. B. Bridge deck weight, applied to steel section. This should be the majority of dead load deflection. C. Traffic barriers, sidewalks, and overlays, applied to long-term composite section using 3n. Do not include weight of future overlays in the camber calculations. D. Bridge deck shrinkage (if ). Bridge deck dead load deflection will require the designer to exercise some judgment concerning degree of analysis. A two or three span bridge of regular proportions, for example, should not require a rigorous analysis. The bridge deck may be assumed to placed instantaneously on the steel section only. Generally, due to creep, deflections and stresses slowly assume a state consistent with instantaneous bridge deck placement. For unusual girder arrangements, and especially structures with in-span hinges, an analysis coupled with a bridge deck placement sequence may be justified. This would require an incremental analysis where previous bridge deck placement are treated as composite sections (using a modulus of elasticity for concrete based on age at time of second pour) and successive bridge deck placements are added on noncomposite sections. Each bridge deck placement requires a separate deflection analysis. The total effect of bridge deck construction is the superposition of each bridge deck placement.
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Traffic barriers, sidewalks, overlays, and other items constructed after the bridge deck placement should be analyzed as if applied to the long-term composite section full length of the bridge. The modulus of elasticity of the slab concrete shall be reduced to one third of its short term value. For example, if fc = 4000 psi, then use a value of n = 24. Bridge deck shrinkage has a varying degree of effect on superstructure deflections. The designer shall use some judgment in evaluating this effect on camber. Bridge deck shrinkage should be the smallest portion of the total camber. It has greater influence on shallower girder sections, say rolled beams. Simple spans will see more effect than continuous spans. For medium to long span continuous girders (spans over 200 feet without any in-span hinges), bridge deck shrinkage deflection can be ignored. For simple span girders between 150 and 250 feet, the deflection should not exceed 1. For calculation, apply a shrinkage strain of about 0.0002 to the long-term composite section using 3n. In addition to girder deflections, show girder rotations at bearing stiffeners. This will allow shop plan detailers to compensate for rotations so that bearing stiffeners will be vertical in their final position. Camber tolerance is governed by the Bridge Welding Code AWS D1.5, chapter 3.5. A note of clarification is added to the plan camber diagram: For the purpose of measuring camber tolerance during shop assembly, assume top flanges are embedded in concrete without a designed haunch. This allows a high or low deviation from the theoretical curve, otherwise no negative camber tolerance is allowed. A screed adjustment diagram shall be included with the camber diagram. This diagram, with dimension table, shall be the remaining calculated deflection just prior to bridge deck placement, taking into account the estimated weight of deck formwork and deck reinforcing. The weight of bridge deck formwork may be taken equal to 10 psf, or the assumed formwork weight used to calculate total camber. The weight of reinforcing may be taken as the span average distributed uniformly. The screed adjustment should equal: (Total Camber Steel Camber) - (deflection due to forms + rebar). The screed adjustment shall be shown at each girder line. This will show the contractor how much twisting is anticipated during deck placement, primarily due to span curvature and/or skew. These adjustments will be applied to theoretical profile grades, regardless of actual steel framing elevations. The adjustments shall be designated C. The diagram shall be designated as Screed Setting Adjustment Diagram. The table of dimensions should be kept separate from the girder camber, but at consistent locations along girders. That is, at 1/10th points or panel points. A cross section view should be included with curved span bridges, showing effects of twisting. See Appendix 6.4-A6. For the purpose of setting bridge deck soffit elevations, a correction shall be made to the plan haunch dimension based on the difference between theoretical flange locations and actual profiled elevations. The presence of bridge deck formwork must be noted at the time of the survey. The presence of false decking need not be accounted for in design or the survey.
Chapter 6
Structural Steel
63 32 16
For examples, see Figure 6.3.14-1. For stainless steel sliding surfaces, specify a #8 mirror finish. This is a different method of measurement and reflects industry standards for polishing. No units areimplied.
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6.3.15 Welding
All structural steel and rebar welding shall be in accordance with the Standard Specifications, amendments thereto and the special provisions. The Standard Specifications currently calls for welding structural steel according to the AASHTO/AWS D1.5-2002 Bridge Welding Code (BWC) and the latest edition of the AWS D1.1 Structural Weld Code. The designers should be especially aware of current amendments to the following sections of the Standard Specifications, 6-03.3(25) Welding and Repair Welding and 6-03.3(25)A Welding Inspection. Exceptions to both codes and additional requirements are shown in the Standard Specifications and the special provisions. Standard symbols for welding, brazing, and nondestructive examination can be found in the ANSI/AWSA 2.4 by that name. This publication is a very good reference for definitions of abbreviationsand acronyms related to welding. The designer must consider the limits of allowable fatigue stress, specified for the various welds used to connect the main load carrying members of a steel structure. See AASHTO LRFD article 6.6. Most plate girder framing can be detailed in a way that provides fatigue category C or better. The minimum fillet weld size shall be as shown in the following table. Weld size is determined by the thicker of the two parts joined unless a larger size is required by calculated stress. The weld size need not exceed the thickness of the thinner partjoined.
Base Metal Thickness of ThickerPartJoined To inclusive Over Minimum Size of Fillet Weld 5/16
In general, the maximum size fillet weld which may be made with a single pass is 5/16 inch for submerged arc (SAW), gas metal arc (GMAW), and flux-cored arc welding (FCAW) processes. The maximum size fillet weld made in a single pass is inch for the shielded metal arc welding (SMAW)process. The major difference between AWS D1.1 and D1.5 is the welding process qualification. The only process deemed prequalified in D1.5 is shielded metal arc (SMAW). All others must be qualified by test. Qualification of AASHTO M270 grade 50W ( ASTM A709 grade 50W) in Section 5 of D1.5 qualifies the welding of all AASHTO approved steels with a minimum specified yield of 50ksi or less. Bridge fabricators generally qualify to M270 grade 50W (A709 grade 50W). All bridge welding procedure specifications (WPS) submitted for approval shall be accompanied by a procedure qualification record (PQR), a record of test specimens examination and approval except for SMAW prequalified. Some handy reference aids in checking WPS in addition to PQRare: Matching filler metal requirements are found in BWC Section 4. Prequalified joints are found in BWC Section 2. AWS electrode specifications and classifications are obtained from the structural steel specialist. Many electrode specification sheets may be found online. Lincoln Electric Arc Welding Handbook. Many of Lincoln Electrics published materials and literature are available through those designers and supervisors who have attended Lincoln Electrics weld design seminars. Notes: Electrogas and electroslag welding processes are not allowed in WSDOT work. Narrow gap improved electroslag welding will be allowed on a case-by-case basis.
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Often in the rehabilitation of existing steel structures, it is desirable to weld, in some form, to the in-place structural steel. Often it is not possible to determine from the original contract documents whether or not the existing steel contains high or low carbon content and carbon equivalence. Small coupons from the steel can be taken for a chemical analysis. Labs are available in the Seattle and Portland areas that will do this service quickly. Suitable weld procedures can be prepared once the chemical content is measured.
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6.99 References
The following publications can provide general guidance for the design of steel structures. Some of this material may be dated and its application should be used withcaution. 1. Highway Structures Design Handbook, Volumes I and II by AISC Marketing, Inc., formerly by USSteel This is a detailed design reference for I girders and box girders, both straight and curved, utilizing either service load design or load factor design. This reference has good background on steel bridge details, and how to use them. Although calculations have not been updated for LRFD, the general theory is still valuable. Many shortcuts for design or modeling are presented, such as converting lateral systems into idealized thin plates, and the V load method to approximate curved I girder behavior. Example tables and charts for complete plate girders, standardized for 34 and 44 ft. roadways and HS-20 loading. Many span arrangements and lengths are presented.
3. Four LRFD Design Examples of Steel Highway Bridges, Vol. II, Chapter 1B Highway Structures Design Handbook, by AISI and NSBA 4. Steel Structures, Design and Behavior by Salmon and Johnson A textbook for steel design, formatted to AISC LRFD method. This is a good reference for structural behavior of steel members or components, in detail that is not practical for codes or other manuals. This publication is quite helpful in the calculation of section properties and the design of individual members. There are sections on bridge girders and many other welded structures. The basics of torsion analysis are included.
6. Guide to Stability Design Criteria for Metal Structures, by Theodore V. Galambos 7. Curved Girder Workshop produced by the Federal Highway Administration. This publication is helpful in the design of curved I girders and box girders with explanation of the associated lateral flange bending, torsional, and warping stresses. Approximate analysis techniques are provided.
8. A Fatigue Primer for Structural Engineers, by John Fisher, Geoffrey L Kulak, and Ian F. C. Smith 9. Steel Construction Manual, Thirteenth Edition, by American Institute of Steel Construction The essential reference for rolled shape properties, design tables, and specifications governing steel design and construction. A reference book for the machine shop practice; handy for thread types, machine tolerances and fits, spring design, etc. This is a good reference for paint systems, surface preparation, and relative costs, for both bare and previously painted steel. Explanations of how each paint system works, and comparisons of each on the basis of performance and cost are provided. This reference contains detailing information if weathering steel will be used. Protection of concrete surfaces from staining and techniques for providing uniform appearance is provided.
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12. NCHRP Report 314, Guidelines for the Use of Weathering Steel in Bridges
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Chapter 6
Page 6.99-2
Appendix 6.4-A1
BRG - PIER 1 2'-4" BK OF PAV'T SEAT CROSS FRAME - 6 EQUAL SPACES @ 28'-10" = 173'-0" FIELD SPLICE (OPTIONAL)
2 EQ SPA (TYP)
JACKING STIFFENER 1'-8" 2'-0" TEMP. CONSTRUCTION BRACING TEMP. CONSTRUCTION BRACING
2'-0"
GIR. A
SR 2 LINE S 5324'00" E
GIR. B
13'-3"
13'-3"
Framing Plan
GIR. C
FRAMING PLAN
SHEET JOB NO.
6.4-A1
SR
FRAMING PLAN
Fri Sep 03 13:26:52 2010
Appendix 6.4-A2
BRG - PIER 1
BRG - PIER 2
" X 8" WELDED SHEAR CONNECTOR SPACING 9" (3 ROWS PER GIRDER) TOP FLANGE W/O FIELD SPLICE W/ FIELD SPLICE BOTTOM FLANGE
9"
1 X 22 X 28'-6
1 X 22 X 28'-6
WEB X 66
2 X 24 X 28'-6
HPS
2 X 24 X 47'-0
HPS
2 X 24 X 28'-6
HPS
1 X 24 X 36'-6
HPS
NOTES
JS INDICATES JACKING STIFFENER
JS
JS
3
(WHEN FIELD SPLICE IS OMITTED) FIELD SPLICE (OPTIONAL)
Girder Elevation
GIRDER ELEVATION
JOB NO.
SHEET
6.4-A2
SR
GIRDER ELEVATION
Fri Sep 03 13:26:54 2010
Appendix 6.4-A3
2 EQ. SPA. = 1'-4" 3" 3" 3 - " x 8" WELDED SHEAR CONNECTORS SPACED AS SHOWN ON "GIRDER ELEVATON" (TYP. ALL GIRDERS)
x 8
5'-6"
WEB
x 7 1 x 10 TYP. x 8
2"
PIERS 1 & 2
INTERIOR GIRDERS
EXTERIOR GIRDERS
G EXT. WEB 1'-0" MIN. INT. WEB " MAX. REINF. EXTERIOR FACE OF EXTERIOR WEB
TENSION WELD
ELEVATION
SECTION
Girder Details
tw
" 4tw to 6tw 4" " " - STOP SHORT AT ALL TERMINATION OF FILLET WELDS. (TYP.)
tw
1" RADIUS
1"
UNEQUAL THICKNESS
COPE DETAIL
FOR PJP OF CJP STIFFENER TO FLANGE WELD
SR
JOB NO.
6.4-A3
GIRDER DETAILS
Thu Jul 19 12:53:42 2012
Appendix 6.4-A4
1" (TYP)
2 ~ x 10
WEB
3"
4"
3" (TYP.)
20 SPA. @ 3" = 5'-0"
" GAP
5'-6"
FILL AS REQ'D.
x 22 N.S. 2 ~ x 10 F.S.
2 ~
2 ~ 1 x 11
HPS
2"
6"
6"
2 ~ 1 x 11
HPS
ELEVATION
WEB
FILL AS REQ'D.
2 1 x 11
HPS
JOB NO.
SHEET
SECTION
SR
2"
6"
6"
2"
6.4-A4
Appendix 6.4-A5
Appendix 6.4-A6
Camber Diagram
Appendix 6.4-A7
SYMM. AB'T. BRIDGE CURB LINE LIMIT OF PIGMENTED SEALER (TYP.) 10" (TYP.) 18'-0" 9" 10 SPA. @ 1'-2" = 11'-8" (TYPICAL BETWEEN GIRDERS) 10" 8" 4 SPA. @ 1'-2" = 4'-8" (TYP. CANTILEVER) 224 #5 TOP CONT.
S1 #5 S2 #4
5'-7"
13'-3"
1'-0"
1'-0" 1'-3"
223
#5 BOTTOM CONT.
SEE SECTION
C
HANGER ASTM A 496 DEFORMED WIRE SIZE D-4, EPOXY COATED (TYP.) TOP OF DECK SLAB
" CHAMFER (TYP.) 1" MIN. 1" MAX. CLR. (TYP.) 3" 3"
1'-0" (TYP.) 700 #4 5'-0" MAX. ALONG LENGTH OF BRIDGE (TYP.) USE EPOXY COATED TIE WIRE TO WRAP LONGITUDINAL BAR TO EACH HANGER, AND EACH HANGER TO TOP TRANSVERSE BARS
SHEET
DETAIL
TYPICAL EACH OVERHANG
DETAIL
TYPICAL EACH FILLET
SECTION C
HANGER SIDE VIEW
JOB NO.
6.4-A7
SR
Appendix 6.4-A8
S1 #5 - 236 SPA @ 9" = 177'-0" (TYPICAL BOTH SIDES) S2 #4 - 118 SPA @ 1'-6" = 177'-0" (TYPICAL BOTH SIDES) 225 #6 TOP - 350 SPA @ 6" = 175'-0"
GIR. A
5'-7"
GIR. B
GIR. C
BOTTOM REINFORCING
13'-3"
TOP REINFORCING
13'-3"
5'-7"
221 #5 BOT. - 351 @ 6" = 175'-6" 1'-1" 222 #4 BOT. - 119 @ 1'-6" = 175'-6"
NOTE: 2'-0" MINIMUM REBAR LAP SPLICE LENGTH FOR ALL LONGITUDINAL BARS.
JOB NO.
6.4-A8
SR
Appendix 6.4-A9
Handrail
Appendix 6.4-A10
WT ? x ? (TYP.)
SURVEY LINE
*
RADIUS =
90
*
BRIDGE
GIRDER
END PIER DIAPHRAGM WORKLINE GIRDER B 1 2 3 PANEL POINT (TYP.) 4 SHOW HORIZONTAL OFFSET AT EACH PIER
BEARING
PROJECT ROADWAY WIDTH (NOTE IF VARIES) SURVEY LINE ? WORKLINE GIRDER A ALLOW 6" MIN. FOR DECK FORMWORK ? BRIDGE ? WORKLINE GIRDER B
? '/FT.
(TYP.)
?" SLAB
90
A
?
W
WHERE ROADWAY WIDTH VARIES, MAINTAIN CONSTANT WIDTH BOX IF POSSIBLE (VARY A AND C FIRST) WT ? x ? BOTTOM FLANGE STIFFENER WHERE SHOWN ON "GIRDER ELEVATION" (TYP.)
2"
C
4
ESTABLISH PROJECT OFFSET CONSTANT EXCEPT WITH RESPECT TO STD. SPEC. 6-03.3(39)
2"
PROPORTIONS FOR LRFD LIVE LOAD DISTRIBUTION: C 0.6W & C 6 FT. A = 0.8W TO 1.2W
6.4-A10
Appendix 6.4-A11
VIEW DETAIL SHOWING DIRECT BOLTING PLAN - EXAMPLE TOP LATERAL DETAILS
CONNECT LATERALS TO BOTTOM SIDE OF TOP FLANGE USE BOLTED GUSSET PLATE OR BOLT DIRECTLY TO FLANGE SIZE OF LATERALS AND CONNECTIONS WILL DEPEND ON LOADS PREFERRED ALTERNATIVE WHERE SPACE AND LOADING PERMITS MAY REQUIRE THE USE OF 1" AASHTO M253-X BOLTS, DO NOT WELD VERIFY FLANGE STRESSES VICINITY BOLT HOLES ARE WITHIN ALLOWABLE
VIEW
1" MIN.
3"
? ?
2" *
6.4-A11
Appendix 6.4-A12
TRANSITION WEB THICKNESS HERE IF REQUIRED FOR SHEAR CAPACITY AT ACCESS DOOR
TYP. * PJP (TYP) * * * * SIZE WELD FOR VERTICAL AND LATERAL LOADS BOLT EXTERNAL DIAPHRAGM AS SHOWN
SECTION
VIEW
SECTION
VIEW
6.4-A12
Appendix 6.4-A13
=104 =76
W* W*
1 1
2" GAP SPLIT SPLICE PLATES TOP & BOTTOM AT TEE DRILL & TAP FOR " CAP SCREW (TYP)
S.S. WELDED WIRE FABRIC 3 x 3 MESH WITH 18 GAGE WIRES (0.047") " S.S. CAP SCREW, INSTALL WITH ANTI-SEIZING COMPOUND
W*
D 9" O 5" ID
(E)* (E)
(E)* (E)
=76
W*
W*
W*
(E)* (E)
(E)* (E) R
ALT. 1
USE WHERE TERMINATION OCCURS IN REGION OF HIGH STRESS RANGE (AVOID IF POSSIBLE)
TYP.
ALT. 2
USE WHERE STRESS RANGE IS LOW (CATEGORY C DETAIL)
BREAK EDGES
2" HOLE
" ROD - DO NOT ATTACH TO FLANGE t SHOW SIZE OF ANGLE PIER DIAPHRAGM BOTTOM FLANGE 1" MIN. RADIUS
6"
2" HOLE
AT CORNER OF BOX
ORIENT x t TRANSVERSELY
AT STIFFENERS
REDUCTION OF WELD LEG SIZE IS ACCEPTABLE PROVIDED ACTUAL EFFECTIVE THROAT IS DETERMINED BY JOINT QUALIFICATION SINGLE, CONTINUOUS PASS WELDING IS DESIRED WELD SYMBOL IN PLANS SHOULD ONLY SHOW W & (E), WITH A NOTE TO CORRECT PER AWS D1.5
6.4-A13
Contents
Page
General Substructure Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.1 Foundation Design Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.2 Foundation Design Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.3 Seismic Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.4 Substructure and Foundation Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.5 Concrete Class for Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.6 Foundation Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2
Foundation Modeling for Seismic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-1 7.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-1 7.2.2 Substructure Elastic Dynamic Analysis Procedure . . . . . . . . . . . . . . . . . . . . . . . 7.2-1 7.2.3 Bridge Model Section Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-2 7.2.4 Bridge Model Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-3 7.2.5 Deep Foundation Modeling Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-4 7.2.6 Lateral Analysis of Piles and Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-7 7.2.7 Spread Footing Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2-12 Column Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.1 Preliminary Plan Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.2 General Column Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.3 Column Design Flowchart Evaluation of Slenderness Effects . . . . . . . . . . . . . . 7.3.4 Slenderness Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.5 Moment Magnification Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.6 Second-Order Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.7 Shear Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.8 Column Silos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3-1 7.3-1 7.3-1 7.3-2 7.3-3 7.3-3 7.3-3 7.3-4 7.3-4
7.3
7.4
Column Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-1 7.4.1 Reinforcing Bar Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-1 7.4.2 Longitudinal Reinforcement Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-1 7.4.3 Longitudinal Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-1 7.4.4 Longitudinal Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-3 7.4.5 Transverse Reinforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-4 7.4.6 Hinge Diaphragms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-9 7.4.7 Reduced Column Fixity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4-11 Abutment Design and Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-1 7.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-1 7.5.2 Embankment at Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-4 7.5.3 Abutment Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-4 7.5.4 Temporary Construction Load Cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-6 7.5.5 Abutment Bearings and Girder Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-7 7.5.6 Abutment Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-8 7.5.7 Open Joint Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-9 7.5.8 Construction Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-9 7.5.9 Abutment Wall Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-9 7.5.10 Drainage and Backfilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5-12
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7.6
Wing/Curtain Wall at Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6.1 Traffic Barrier Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6.2 Wingwall Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6.3 Wingwall Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Footing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.1 General Footing Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.2 Loads and Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.3 Geotechnical Report Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.4 Spread Footing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7.5 Pile-Supported Footing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6-1 7.6-1 7.6-1 7.6-1 7.7-1 7.7-1 7.7-2 7.7-3 7.7-4 7.7-9
7.7
7.8
Drilled Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8-1 7.8.1 Axial Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8-1 7.8.2 Structural Design and Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8-5 Piles and Piling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.1 Pile Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.2 Single Pile Axial Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.3 Block Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.4 Pile Uplift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.5 Pile Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.6 Structural Design and Detailing of CIP Concrete Piles . . . . . . . . . . . . . . . . . . . . 7.9.7 Pile Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.8 Pile Lateral Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.9 Battered Piles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.10 Pile Tip Elevations and Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.11 Plan Pile Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9-1 7.9-1 7.9-2 7.9-2 7.9-3 7.9-3 7.9-3 7.9-4 7.9-4 7.9-4 7.9-5 7.9-5
7.9
Column Silo Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3-A1-1 Linear Spring Calculation Method II (Technique I) . . . . . . . . . . . . . . . . . . 7-B1-1 Non-Linear Springs Method III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-B2-1 Pile Footing Matrix Example Method II (Technique I) . . . . . . . . . . . . . . . . 7-B3-1
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7.1 General Substructure Considerations
Substructure Design
Note that in the following guidelines where reference is made to AASHTO LRFD, the item can be found in the current AASHTO LRFD Bridge Design Specifications. And for any reference to AASHTO Seismic, the item can be found in the current AASHTO Guide Specifications for LRFD Seismic Bridge Design.
B. Develop Site Data and Preliminary Bridge Plan In the second phase, the BO obtains site data from the region (see Section 2.2) and develops the preliminary bridge plan. The preliminary pier locations determine soil boring locations at this time. The GB and/or the HB may require the following information to continue their preliminary design. Structure type and magnitude of settlement the structure can tolerate (both total and differential). At abutments Approximate maximum top of foundation elevation. At interior piers The initial size, shape and number of columns and how they are configured with the foundation (e.g., whether a single foundation element supports each column, or one foundation element supports multiple columns) At water crossings Pier scour depth, if known, and any potential for migration of the water crossing in the future. Typically, the GB and the BO should coordinate pursuing this information with the HB. Any known structural constraints that affect the foundation type, size, or location. Any known constraints that affect the soil resistance (utilities, construction staging, excavation, shoring, and falsework).
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C. Preliminary Foundation Design The third phase is a request by the BO for a preliminary foundation memorandum. The GB memo will provide preliminary soil data required for structural analysis and modeling. This includes any subsurface conditions and the preliminary subsurfaceprofile. The concurrent geotechnical work at this stage includes: Completion of detailed boring logs and laboratory test data. Development of foundation type, soil capacity, and foundation depth. Development of static/seismic soil properties and ground acceleration. Recommendations for constructability issues. The BO may also request the HB to provide preliminary scour design recommendations if the structure is located over a water crossing.
D. Structural Analysis and Modeling In the fourth phase, the BO performs a structural analysis of the superstructure and substructure using a bridge model and preliminary soil parameters. Through this modeling, the designer determines loads and sizes for the foundation based on the controlling LRFD limit states. Structural and geotechnical design continues to investigate constructability and construction staging issues during this phase. In order to produce a final geotechnical report, the BO provides the following structural feedback tothe geotechnical engineer: Foundation loads for service, strength, and extreme limit states. Foundation size/diameter and depth required to meet structural design. Foundation details that could affect the geotechnical design of the foundations. Foundation layout plan. Assumed scour depths for each limit state (if applicable) For water crossings, the BO also provides the information listed above to the hydraulics engineer toverify initial scour and hydraulics recommendations are still suitable for the site.
(See Chapter 2 for examples of pile design data sheets that shall be filled out and submitted to the geotechnical engineer at the early stage of design.) E. Final Foundation Design The last phase completes the geotechnical report and allows the final structural design to begin. Thepreliminary geotechnical assumptions are checked and recommendations are modified, if necessary. The final report is complete to a PS&E format since theproject contract will contain referenced information in the geotechnical report, such as: All geotechnical data obtained at the site (boring logs, subsurface profiles, and laboratory testdata). All final foundation recommendations. Final constructability and staging recommendations. The designer reviews the final report for new information and confirms the preliminary assumptions. With the foundation design complete, the final bridge structural design and detailing process continues to prepare the bridge plans. Following final structural design, the structural designer shall follow up with the geotechnical designer to ensure that the design is within the limits of the geotechnical report.
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Figure 7.1.6-1
A. General Seal Criteria The normal high water elevation is defined as the highest water surface elevation that may normally be expected to occur during a given time period. This elevation, on the hydraulics data sheet, isobtained from discussions with local residents or by observance of high water marks at the site. Thenormal high water is not related to any flood condition. 1. Seal Vent Elevation The Hydraulics Branch recommends a seal vent elevation in accordance with the following criteria. a. Construction Time Period Not Known If the time period of the footing construction is not known, the vent elevation reflects the normal high water elevation that might occur at any time during the year. b. Construction Time Period Known If the time period of the footing construction can be anticipated, the vent elevation reflects the normal high water elevation that might occur during this time period. (If the anticipated time period of construction is later changed, the Hydraulics Branch shall be notified and appropriate changes made in the design.) 2. Scour Depth The Hydraulics Branch determines the depth of the anticipated scour. The bottom of footing, or bottom of seal if used, shall be no higher than the scour depth elevation. After preliminary footing and seal thicknesses have been determined, the bridge designer shall review the anticipated scour elevation with the Hydraulics Branch to ensure that excessive depths are notused.
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3. Foundation Elevation Recommended in Geotechnical Report Based on the results obtained from test borings at the site, the geotechnical engineer determines a foundation elevation, bearing capacity and settlement criteria. If other factors control, such asscour or footing cover, the final footing elevation shall be adjusted as required. 4. Unusual Conditions Unusual site conditions such as rock formations or deep foundations require special considerations in order to obtain the most optimum design. The proposed foundation design/construction shall be discussed with both the Geotechnical Branch and the Hydraulics Branch prior to final plan preparation. B. Spread Footing Seals The Geotechnical Branch will generally recommend whether a foundation seal may or may not berequired for construction. Bearing loads are the column moments applied at the base of the footing and vertical load applied at the bottom of the seal. The seal is sized for the soil bearing capacity. Overturning stability need only be checked at the base of the pier footing. 1. When a Seal is Required During Construction If the footing can be raised without violating cover requirements, the bottom of the seal elevation shall be the lower of the scour elevation or the foundation elevation as recommended by the geotechnical engineer. The bottom of the seal may be lower than the scour elevation orfoundation elevation due to cover requirements. Spread footing final design shall include the dead load weight of the seal. 2. When a Seal May Not Be Required for Construction Both methods of construction are detailed in the plans when it is not clear if a seal is required for construction. The plans must detail a footing with a seal and an alternate without a seal. The plan quantities are based on the footing designed with a seal. If the alternate footing elevation isdifferent from the footing with seal, it is also necessary to note on the plans the required changes in rebar such as length of column bars, increased number of ties, etc. Note that this requires the use of either General Special Provision (GSP) 02306B1.GB6 or 02306B2.GB6. C. Pile Footing Seals The top of footing, or pedestal, is set by the footing cover requirements. The bottom of seal elevation is based on the stream scour elevation determined by the Hydraulics Branch. A preliminary analysis is made using the estimated footing and seal weight, and the column moments and vertical load at the base of the footing to determine the number of piles and spacing. The seal size shall be1-0 larger than the footing all around. If the seal is omitted during construction, the bottom of footing shall be set at the scour elevation and an alternate design is made. In general seal design requires determining a thickness such that the seal weight plus any additional resistance provided by the bond stress between the seal concrete and any piling is greater than the buoyant force (determined by the head of water above the seal). If the bond stress between the seal concrete and the piling is used to determine the seal thickness, the uplift capacity of the piles must be checked against the loads applied to them as a result of the bond stress. The bond between seal concrete and piles is typically assumed to be 10 psi. The minimum seal thickness is 1-6.
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2. Determine foundation springs using results from the seismic analysis in the longitudinal and transverse directions. Note: The load combinations specified in AASHTO Seismic 4.4 shall NOT be used in this analysis. 3. For spread footing foundations, the FEM will include foundation springs calculated based onthe footing size as calculated in Section 7.2.7 of this manual. No iteration is required unless the footing sizechanges. Note: For Site Classes A and B the AASHTO Seismic Specification allows spread footings to be modeled as rigid or fixed. 4. For deep foundation analysis, the FEM and the soil response program must agree or converge on soil/structure lateral response. In other words, the moment, shear, deflection, and rotation of the two programs should be within 10 percent. More iteration will provide convergence much less than 1percent. Theiteration process to converge is as follows: a. Apply the initial FEM loads (moment and shear) to a soil response program such as DFSAP. DFSAP is a program that models Short, Intermediate or Long shafts or piles using the Strain Wedge Theory. See discussion below for options and applicability of DFSAP and Lpile soil response programs. b. Calculate foundation spring values for the FEM. Note: The load combinations specified inAASHTO Seismic 4.4 shall not be used to determine foundation springs. c. Re-run the seismic analysis using the foundation springs calculated from the soil response program. The structural response will change. Check to insure the FEM results (M, V, , , and spring values) in the transverse and longitudinal direction are within 10 percent of the previous run. This check verifies the linear spring, or soil response (calculated by the FEM) is close to the predicted nonlinear soil behavior (calculated by the soil response program). If the results of the FEM and the soil response program differ by more than 10 percent, recalculate springs and repeat steps (a) thru (c) until the two programs converge to within 10 percent.
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Special note for single column/single shaft configuration: The seismic design philosophy requires a plastic hinge in the substructure elements above ground (preferably in the columns). Designers should note the magnitude of shear and moment at the top of the shaft, if the column zero moment is close to a shaft head foundation spring, the FEM and soil response program will not converge and plastic hinging might be below grade. Throughout the iteration process it is important to note that any set of springs developed are only applicable to the loading that was used to develop them (due to the inelastic behavior of the soil in the foundation program). This can be a problem when the forces used to develop the springs are from a seismic analysis that combines modal forces using a method such as the Complete Quadratic Combination (CQC) or other method. The forces that result from this combination are typically dominated by a single mode (in each direction as shown by mass participation). Thisresults in the development of springs and forces that are relatively accurate for that structure. If the force combination (CQC or otherwise) is not dominated by one mode shape (in the same direction), the springs and forces that are developed during the above iteration process may not beaccurate.
Guidelines for the use of DFSAP and Lpile programs: The DFSAP Program may be used for pile and shaft foundations for static soil structural analysis cases. The DFSAP Program may be used for pile and shaft foundations for liquefied soil structural analysis case of a shaft or pile foundation with static soil properties reduced by the Geotechnical Branch toaccount for effects of liquefaction. The Liquefaction option in either Lpile or DFSAP programs shall not be used (the liquefaction option shall be disabled). The Liquefied Sand soil type shall not beused in Lpile The Lpile Program may be used for a pile supported foundation group. Pile or shaft foundation group effect efficiency shall be taken as recommended in the project geotechnical report.
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3. When permanent casing is specified, increase I using the transformed area of a thick casing. Since the contractor will determine the thickness of the casing, is a minimum estimated thickness for design.
C. Cast-in-Place Pile Properties For a stiff substructure response: 1. Use 1.5 c to calculate the modulus of elasticity. Since aged concrete will generally reach acompressive strength of at least 6 ksi when using a design strength of 4 ksi, the factor of1.5isa reasonable estimate for an increase instiffness. 2. Use the pile Ig plus the transformed casing moment of inertia. Note: If DFSAP is used for analysis, the reinforcing and shell properties are input and the moment of inertia is computed internally.
7.2.3-1 1
(7.2.3-1)
less than14 in diameter, for piles 14 to 18 in Use a steel casing thickness of for piles diameter, and for larger piles. 7.4.6-1 Note: These casing thicknesses are to be used for analysis only, the contractor is responsible for selecting the casing thickness required to drive thepiles. 7.4.6-2 For a soft substructure response:
All finite element7.9.2-1 models must dead load static reactions verified and boundary conditions checked have for errors. The static dead loads (DL) must be compared with hand calculations or another programs moment at the supports can be released at the piers to determine results. For example, span member end 7-B-1.1 simple span reactions. Then hand calculated simple span DL or PGsuper DL and LL is used to verify themodel. 7-B-1.2 1 3 Crossbeam behavior must be checked to ensure the superstructure DL is correctly distributing tosubstructure elements. A 3D bridge line model concentrates the superstructure mass and stresses toapoint in the crossbeam. Generally, interior columns will have a much higher loading 1 than the exterior 7-B-1.3 columns. To improve the model, crossbeam Ig should be increased to provide the statically correct column DL reactions. This may require increasing Ig by about 1000 times. Many times this is not visible numerical output. Note that most finite element programs 7-B-1.4 by checking graphically and should be verified have the capability of assigning constraints to the crossbeam and superstructure to eliminate the need for increasing the Ig of the crossbeam. 7-B-1.5A 11 Seismic analysis may also be verified by hand calculations. Hand calculated fundamental mode shape reactions will be approximate; but will ensure design forces are of the same magnitude. 7-B-1.5B 33 Designers should note that additional mass might have to be added to the bridge FEM for seismic analysis. For example, traffic barrier and crossbeam mass beyond the last column at piers may mass 7-B-1.6A contribute significant weight to a two-lane or ramp structure.
7-B-1.6B 7-B-1.7
the foundation behavior to ensure the foundation springs As with any FEM, the designer should review 7.8.2-1 correctly imitate the known boundary conditions and soil properties. Watch out for mismatch of units.
1. Use 1.0 c to calculate the modulus of elasticity. 7.4.7-1 2. Use pile Ig, neglecting casing properties. 7.8.1-1
11 1 1 3
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C. Method III Non-Linear Soil Springs This method attaches non-linear springs along the length of deep foundation members in a FEM model. See Appendix 7-B2 for more information. This method has the advantage of solving the superstructure and substructure seismic response simultaneously. Thesoil springs must be nonlinear PY curves and represent the soil/structure interaction. This cannot be done during response spectrum analysis with some FEM programs. D. Spring Location (Method II) The preferred location for a foundation spring is at the bottom of the column. This includes the column mass in the seismic analysis. For design, the column forces are provided by the FEM and the soil response program provides the foundation forces. Springs may be located at the top of the column. However, the seismic analysis will not include the mass of the columns. The advantage ofthis location is the soil/structure analysis includes both the column and foundation designforces.
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Designers should be careful to match the geometry of the FEM and soil response program. If the location of the foundation springs (or node) in the FEM does not match the location input to the soil response program, the two programs will notconverge correctly.
E. Boundary Conditions (Method II) To calculate spring coefficients, the designer must first identify the predicted shape, or direction of loading, of the foundation member where the spring is located in the bridge model. Thiswill determine if one or a combination of two boundary conditions apply for the transverse and longitudinal directions ofasupport. A fixed head boundary condition occurs when the foundation element is in double curvature where translation without rotation is the dominant behavior. Stated in other terms, the shear causes deflection in the opposite direction of applied moment. This is a common assumption applied to both directions of a rectangular pile group in a pile supported footing. A free head boundary condition is when the foundation element is in single curvature where translation and rotation is the dominant behavior. Stated in other terms, the shear causes deflection in the same direction as the applied moment. Most large diameter shaft designs will have a single curvature below ground line and require a free head assumption. The classic example of single curvature is a single column on a single shaft. In the transverse direction, this will act like a flagpole in the wind, or free head. What is not so obvious is the same shaft will also have single curvature in the longitudinal direction (below the ground line), even though the column exhibits some double curvature behavior. Likewise, in the transverse direction of multi-column piers, the columns will have double curvature (frame action). The shafts will generally have single curvature below grade and the free head boundary condition applies. The boundary condition for large shafts with springs placed atthe ground line will be free head in most cases.
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The key to determine the correct boundary condition is to resolve the correct sign of the moment and shear at the top of the shaft (or point of interest for the spring location). Since multi-mode results are always positive (CQC), this can be worked out by observing the seismic moment and shear diagrams for the structure. If the sign convention is still unclear, apply a unit load in a separate static FEM run to establish sign convention at the point of interest. The correct boundary condition is critical to the seismic response analysis. For any type of soil and agiven foundation loading, a fixed boundary condition will generally provide soil springs four to five times stiffer than a free head boundarycondition.
F. Spring Calculation (Method II) The first step to calculate a foundation spring is to determine the shear and moment in the structural member where the spring is to be applied in the FEM. Foundation spring coefficients should be based on the maximum shear and moment from the applied longitudinal OR transverse seismic loading. The combined load case (1.0L and 0.3T) shall be assumed for the design of structural members, and NOT applied to determine foundation response. For the simple case of a bridge with no skew, the longitudinal shear and moment are the result of the seismic longitudinal load, and the transverse components are ignored. This is somewhat unclear for highly skewed piers or curved structures with rotated springs, but the principle remains the same. G. Matrix Coordinate Systems (Method II) The Global coordinate systems used to demonstrate matrix theory are usually similar to the system defined for substructure loads in Section 7.1.3 of this manual, and is shown in Figure 7.2.5-2. This is also the default Global coordinate system of GTStrudl. This coordinate system applies to this Section toestablish the sign convention for matrix terms. Note vertical axial load is labeled as P, and horizontal shear load is labeled as V. Also note the default Global coordinate system in SAP 2000 uses Z as the vertical axis (gravity axis). When imputing spring values in SAP2000 the coefficients in the stiffness matrix will need to be adjusted accordingly. SAP2000 allows you to assign spring stiffness values to support joints. By default, only the diagonal terms of the stiffness matrix can be assigned, but when selecting the advanced option, terms to a symmetrical {6x6} matrix can be assigned.
Py My Longit udinal Mz Vz Mx Vx
H. Matrix Coefficient Definitions (Method II) The stiffness matrix containing the spring values and using the standard coordinate system is shown in Figure 7.2.5-3. (Note that cross-couple terms generated using Technique I are omitted). For adescription of the matrix generated using Technique I see Appendix 7-B1. The coefficients in the stiffness matrix are generally referred to using several different terms. Coefficients, spring or spring value are equivalent terms. Lateral springs are springs that resist lateral forces. Vertical springs resist vertical forces.
Page 7.2-6 WSDOT Bridge Design Manual M 23-50.12 August 2012
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Where the linear spring constants or K values are defined as follows, using the Global Coordinates: K11 = Longitudinal Lateral Stiffness (kip/in) K22 = Vertical or Axial Stiffness (kip/in) K33 = Transverse Lateral Stiffness (kip/in) K44 = Transverse Bending or Moment Stiffness (kip-in/rad) K55 = Torsional Stiffness (kip-in/rad) K66 = Longitudinal Bending or Moment Stiffness (kip-in/rad)
The linear lateral spring constants along the diagonal represent a point on a non-linear soil/structure response curve. The springs are only accurate for the applied loading and less accurate for other loadings. This is considered acceptable for Strength and Extreme Event design. For calculation of spring constants for Technique I see Appendix 7-B1. For calculation of spring constants for TechniqueII see the DFSAP reference manual.
I. Group Effects When a foundation analysis uses Lpile or an analysis using PY relationships, group effects will require the geotechnical properties to be reduced before the spring values are calculated. Thegeotechnical report will provide transverse and longitudinal multipliers that are applied to the PY curves. This will reduce the pile resistance in a linear fashion. The reduction factors for lateral resistance due to the interaction of deep foundation members is provided in the WSDOT Geotechnical Design Manual M 46-03, Section 8.12.2.5. Group effect multipliers are not valid when the DFSAP program is used. Group effects are calculated internally using Strain Wedge Theory.
J. Shaft Caps and Pile Footings Where pile supported footings or shaft caps are entirely below grade, their passive resistance should be utilized. In areas prone to scour or lateral spreading, their passive resistance should be neglected. DFSAP has the capability to account for passive resistance offootings and caps below ground.
7.2.6 Lateral Analysis of Piles and Shafts 7.2.6.1 Determination of Tip Elevations
Lateral analysis of piles and shafts involves determination of a shaft or pile tip location sufficient to resist lateral loads in both orthogonal directions. In many cases, the shaft or pile tip depth required to resist lateral loads may be deeper than that required for bearing or uplift. However, a good starting point for a tip elevation is the depth required for bearing or uplift. Another good rule-of-thumb starting point for shaft tips is an embedment depth of 6 diameters (6D) to 8 diameters (8D). Refer also to the geotechnical report minimum tip elevations provided by the geotechnical engineer.
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A parametric study or analysis should be performed to evaluate the sensitivity of the depth of the shaft or pile to the displacement of the structure (i.e. the displacement of the shaft or pile head) in order to determine the depth required for stable, proportionate lateral response of the structure. Determination of shaft or pile tip location requires engineering judgment, and consideration should be given to the type of soil, the confidence in the soil data (proximity of soil borings) and the potential variability in the soil profile. Arbitrarily deepening shaft or pile tips may be conservative but can also have significant impact on constructability and cost. The following is a suggested approach for determining appropriate shaft or pile tip elevations that are located in soils. Other considerations will need to be considered when shaft or pile tips are located in rock, such as the strength of the rock. This approach is based on the displacement demand seismic design procedures specified in the AASHTO Seismic Specifications. 1. Size columns and determine column reinforcement requirements for Strength and Service load cases. 2. Determine the column plastic over-strength moment and shear at the base of the column using the axial dead load and expected column material properties. A program such as Xtract or SAP2000 may be used to help compute these capacities. The plastic moments and shears are good initial loads to apply to a soil response program (DFSAP or Lpile). In some cases, Strength or other Extreme event loads may be a more appropriate load to apply in the lateral analysis. For example, in eastern Washington seismic demands are relatively low and elastic seismic or Strength demands may control. 3. Perform lateral analysis using the appropriate soil data from the Geotechnical report for the given shaft or pile location. If final soil data is not yet available, consult with the Geotechnical engineer for preliminary values to use for the site. Note: Early in the lateral analysis it is wise to obtain moment and shear demands in the shaft or pile and check that reasonable reinforcing ratios can be used to resist the demands. If not, consider resizing the foundation elements and restart the lateral analysis.
4. Develop a plot of embedment depth of shaft or pile versus lateral deflection of the top of shaft or pile. The minimum depth, or starting point, shall be the depth required for bearing or uplift or as specified by the geotechnical report. An example plot of an 8 diameter shaft is shown in Figure 7.2.6-1 and illustrates the sensitivity of the lateral deflections versus embedment depth. Notice that at tip depths of approximately 50 (roughly 6D) the shaft head deflections begin to increase substantially with small reductions in embedment depth. The plot also clearly illustrates that tip embedment below 70 has no impact on the shaft head lateral deflection. 5. From the plot of embedment depth versus lateral deflection, choose the appropriate tip elevation. In the example plot in Figure 7.2.6-1, the engineer should consider a tip elevation to the left of the dashed vertical line drawn in the Figure. The final tip elevation would depend on the confidence in the soil data and the tolerance of the structural design displacement. For example, if the site is prone to variability in soil layers, the engineer should consider deepening the tip; say 1 to 3 diameters, to ensure that embedment into the desired soil layer is achieved. The tip elevation would also depend on the acceptable lateral displacement of the structure. To assess the potential variability in the soil layers, the geotechnical engineer assigned to the project should be consulted.
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Ground Elev.
6. With the selected tip elevation, review the deflected shape of the shaft or pile, which can be plotted in DFSAP or Lpile. Examples are shown in Figure 7.2.6-2. Depending on the size and stiffness of the shaft or pile and the soil properties, a variety of deflected shapes are possible, ranging from a rigid body (fence post) type shape to a long slender deflected shape with 2 or more inflection points. Review the tip deflections to ensure they are reasonable, particularly with rigid body type deflected shapes. Any of the shapes in the Figure may be acceptable, but again it will depend on the lateral deflection the structure can tolerate.
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Depth (ft)
Depth (ft)
Depth (ft)
Various Shaft Shapes Figure 7.2.6-2 Deflected Various Shaft Deflected Shapes
Figure 7.2.6-2 Page 7.2-10 WSDOT Bridge Design Manual M 23-50.12 August 2012
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The engineer will also need to consider whether liquefiable soils are present and/or if the shaft or pile is within a zone where significant scour can occur. In this case the analysis needs to be bracketed to envelope various scenarios. It is likely that a liquefiable or scour condition case may control deflection. In general, the WSDOT policy is to not include scour with Extreme Event I load combinations. In other words, full seismic demands or the plastic over-strength moment and shear, are generally not applied to the shaft or pile in a scoured condition. However, in some cases a portion of the anticipated scour will need to be included with the Extreme Event I load combination limit states. When scour is considered with the Extreme Event I limit state, the soil resistance up to a maximum of 25 percent of the scour depth for the design flood event (100 year) shall be deducted from the lateral analysis of the pile or shaft. In all cases where scour conditions are anticipated at the bridge site or specific pier locations, the geotechnical engineer and the Hydraulics Branch shall be consulted to help determine if scour conditions should be included with Extreme Event I limit states. If liquefaction can occur, the bridge shall be analyzed using both the static and liquefied soil conditions. The analysis using the liquefied soils would typically yield the maximum bridge deflections and will likely control the required tip elevation, whereas the static soil conditions may control for strength design of the shaft or pile. Lateral spreading is a special case of liquefied soils, in which lateral movement of the soil occurs adjacent to a shaft or pile located on or near a slope. Refer to the WSDOT Geotechnical Design Manual M 46-03 for discussion on lateral spreading. Lateral loads will need to be applied to the shaft or pile to account for lateral movement of the soil. There is much debate as to the timing of the lateral movement of the soil and whether horizontal loads from lateral spread should be combined with maximum seismic inertia loads from the structure. Most coupled analyses are 2D, and do not take credit for lateral flow around shafts, which can be quite conservative. The AASHTO Seismic Spec. permits these loads to be uncoupled; however, the geotechnical engineer shall be consulted for recommendations on the magnitude and combination of loads. See WSDOT Geotechnical Design Manual M 46-03 Sections 6.4.2.8 and 6.5.4.2 for additional guidance on combining loads when lateral spreading can occur.
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Note: Often, the highest acceleration the bridge sees is in the first cycles of the earthquake, and degradation and/or liquefaction of the soil tends to occur toward the middle or end of the earthquake. Therefore, early in the earthquake, loads are high, soil-structure stiffness is high, and deflections are low. Later in the earthquake, the soil-structure stiffness is lower and deflections higher. This phenomenon isnormally addressed by bracketing the analyses as discussed above. However, in some cases a site specific procedure may be required to develop a site specific design response spectrum. A site specific procedure may result in a reduced design response spectrum when compared to the general method specified in the AASHTO Seismic 3.4. Section 3.4 requires the use ofspectral response parameters determined using USGA/AASHTO Seismic Hazard Maps. The AASHTO Seismic Spec. limits the reduced site specific response spectrum to two-thirds of what is produced using the general method. Refer to the WSDOT Geotechnical Design Manual M 46-03 Chapter 6 for further discussion and consult the geotechnical engineer for guidance. Refer to Section 7.8 Drilled Shafts and Chapter 4 for additional guidance/requirements on design and detailing of drilled shafts and Section 7.9 Piles and Piling and Chapter 4 for additional guidance/ requirements on design and detailing of piles.
Orient axes such that L > B. If L = B use x-axis equations for both x-axis and y-axis.
Figure 7.2.7-1
Where: K = K = Ksur = =
Page 7.2-12
Ksur Translation or rotational spring Stiffness of foundation at surface, see Table 7.2.7-1 Correction factor for embedment, see Table 7.2.7-2
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moments may applied to generate dimensions. Soil constants are moments may be be plan applied to thickness, generate footing footing dimensions. Soil spring spring constants are developed developed using the footing area, embedment depth, Poissons ratio and shear modulus G. using the footing plan area, thickness, embedment depth, Poissons ratio and shear modulus G. using the footing plan area, thickness, embedment depth, Poissons ratio and shear modulus G. using the footing plan area, thickness, embedment depth, Poissons ratio and shear modulus G. The Geotechnical Branch will provide the appropriate Poissons ratio and shear modulus. Spring The Geotechnical Geotechnical Branch Branch will will provide provide the the appropriate appropriate Poissons Poissons ratio ratio and and shear shear modulus. modulus. Spring Design Substructure The Spring constants for shallow rectangular footings are obtained using the following equations developed constants for rectangular footings are using the equations developed constants for shallow shallow rectangular footings are obtained obtained usingsprings the following following equations developed for rectangular footings. This method for calculating footing is referenced in ASCE 41for rectangular footings. This method for calculating footing springs is referenced in ASCE 41for rectangular footings. This method for calculating footing springs is referenced in ASCE 41for rectangular footings. This method for calculating footing springs is referenced in ASCE 4106, Section Section 4.4.2.1.2, 4.4.2.1.2, page page 89 89 (Note: (Note: ASCE ASCE 41-06 41-06 was was developed developed from from FEMA FEMA 356) 356) 06, 06, Section 4.4.2.1.2, page 89 (Note: ASCE 41-06 was developed from FEMA 356)
Orient axes such that L > B. If L = B use x-axis equations for both x-axis and y-axis. Orient axes such that L > B. If L = B use x-axis equations for both x-axis and y-axis. Orient use equations Orient axes axes such such that that L L> > B. B. If If L L= =B B use x-axis x-axis equations for for both both x-axis x-axis and and y-axis. y-axis. Figure 7.2.7-1
Figure Figure 7.2.7-1 7.2.7-1
Translation along y-axis Translation along y-axis Translation Translation along along y-axis y-axis Translation along z-axis Translation along z-axis Translation along z-axis z-axis Translation along Rocking about x-axis Rocking about x-axis Rocking about x-axis
Rocking about y-axis Rocking about Rocking about y-axis y-axis Rocking about y-axis Torsion about z-axis Torsion about z-axis z-axis Torsion about Torsion about z-axis
Ksur Ksur Ksur Ksur 0.65 0.65 GB 0.65 L GB L GB L . 4 1 . 2 3 3 . 4 1 . 2 3 . 4 1 . 2 v B 2 v B 2 v B 2 0.65 0. .65 L GB L 0.65 65 0 GB GB L L 0.8 3. .4 4 0. .4 4L 0 L 3 0 . 8 B 2 v B 2 v B B 0.75 0. .75 0 GB L 0.75 75 GB L 1 . 55 0 . 8 GB L 1 . 55 0 . 8 1 . 55 0 . 8 1 v B 1 v B 3 3 GB L 3 GB GB 3 L L 0 . 4 0 . 1 0 . 4 0 . 1 0 . 4 0 . 1 v B 1 v B 1 v B 1 2 . 4 3 2 . 4 3 GB 2.4 L 3 GB3 L 0 . 47 0 . 034 GB L 0 . 47 0 . 034 0 . 47 0 . 034 v B 1 v B 1 B 1 v 2.45 2.45 2.45 L 3 L 3 0.53 GB 0 . 51 3 GB 0 . 53 0 . 51 0.51 B 0.53 GB B B
Table 7.2.7-1 Stiffness of Foundation at SurfaceCoefficients Stiffness of Foundation at SurfaceCoefficients Stiffness at SurfaceCoefficients Stiffness of of Foundation Foundation at7.2.7-1 SurfaceCoefficients FigureTable
Where: d = Height of effective sidewall contact (may be less than total foundation height if the foundation is exposed). h = Depth to centroid of effective sidewall contact.
Figure 7.2.7-2
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d= = Height Height of of effective effective sidewall sidewall contact contact (may (may be be less less than than d d Height of sidewall contact be d= = Height of effective effective sidewall contact (may (may be less less than than total foundation height if the foundation is exposed). total foundation height if the foundation is exposed). total foundation foundation height height if if the the foundation foundation is is exposed). exposed). total h = Depth to centroid of effective sidewall contact. h of sidewall contact. h= = Depth Depth to to centroid centroid of effective effective Figure 7.2.7-2 sidewall contact.
Figure Figure 7.2.7-2 7.2.7-2 Figure 7.2.7-2
DegreeDegree of Freedom Degree of Freedom Degree of of Freedom Freedom Degree of Freedom Translation along x-axis Translation along Translation along x-axis x-axis Translation x-axis Translation along along x-axis
Translation Translation along along y-axis y-axis Translation Translation along along y-axis y-axis Translation along y-axis Translation along z-axis Translation Translation along along z-axis z-axis Translation along z-axis Rocking about x-axis Rocking Rocking about about x-axis x-axis Rocking about x-axis Rocking Rocking about about y-axis y-axis Rocking about y-axis Rocking about y-axis Torsion Torsion about about z-axis z-axis Torsion Torsion about about z-axis z-axis Torsion about z-axis
1 1 0 . 21 1 0. .21 21 0 1 0 . 21
0. .4 4 0 0. .4 4 D hd B 0 L 1 1.6 D hd B L D hd B L 1 1 . 6 2 2 1 1 . 6 2 1 1 . 6 L LB 2 L LB 2 L LB L LB 2 2 2 2 2 3 3 3 1 D B d B L 3 1 D B d B L 3 2 2 . 6 1 0 . 32 1 1 D B d B L 2 2 . 6 1 0 . 32 1 2 2. .6 6 L 1 0. .32 32 21 B 2 0 1 2 1 1 BL 21 L BL 21 B B L BL 21 B L BL 0 0. .2 2 0 . 2 2d d 0 0. .2 2 d B d B 2 2 1 2 . 5 1 d 2d d d B 1 1 1 2. .5 5d 1 2 1 . 5 1 B B D L B B D L B B D L B B D L
0 0. .4 4 0 0. .4 4 D hd B L 0 .4 D hd B L D hd B L 1 1 . 6 D hd B L 1 1 . 6 2 2 1 1 . 6 2 1 1 . 6 B BL 2 B BL 2 B BL B BL
1 0 . 21 1 0 1 0. .21 21 1 0 . 21
0 .4
1 2 . 6 1 1 1 2 . 6 1 2 . 6 1 1 2.6 1
Table 7.2.7-2
0. .9 0 0.9 9 B d 0.9 B d B d B d L B B L L L B B
0.9
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5. The P-D analysis must prove the column loading and deflection converges to a state where column stresses are acceptable. Otherwise, the column is not stable and failure can be catastrophic. Refer to AASHTO Seismic 4.11.5 for discussion on P-D effects and when they shallbe considered in the design. In most cases P-D effects can be neglected. Unlike building columns, bridge columns are required to resist lateral loads through bending and shear. As a result, these columns may be required to resist relatively large applied moments while carrying nominal axial loads. In addition, columns are often shaped for appearance. Thisresults incomplicating the analysis problem with non-prismatic sections.
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A. Design Methods for a Second-Order Analysis The preferred method for performing a secondorder analysis of an entire frame or isolatedsingle columns is to use a nonlinear finite element program, such as GTSTRUDL, with appropriate stiffness and restraint assumptions. The factored group loads are applied to the frame, including the self-weight of the columns. The model is then analyzed using the nonlinear option available in GTSTRUDL. Thefinal design moments are obtained directly from the analysis. PDmoments are added to the applied moments using an iterative process until stability is reached. The deflectionsshould converge within 5 percentof the total deflection. Analysis must include the 7.2.3-1 be adjusted as follows: 1 therefore, effect ofthe column weight; the axial dead load must
7.3.6-1 1 3
(7.3.6-1)
B. Applying Factored Loads For a second-order analysis, loads are applied to the structure and the analysis results in forces and deflections. It must be recognized that a second-order 7.4.6-1 member analysis is non-linear and the commonly assumed principle of superposition may not be applicable. The loads applied tothe structureshould be the entire set of factored loads for the load group 7.4.6-2 be repeated for each group load of interest. The problem is under consideration. Theanalysismust complicated by the fact that itisoften difficult to predict in advance which load groups will govern.
C. Member Properties As with a conventional linear elastic frame analysis, various assumptions and simplifications mustbemade member connectivity, foundation restraint. stiffness, and 7.9.2-1 concerning Care must be taken to use conservative values for the slenderness analysis. Reinforcement, cracking, load duration, and their variation along the members are difficult to model while foundation restraint 7-B-1.1 will bemodeled using soil springs.
For certain loadings, column are 7.4.7-1 moments sensitive to the stiffness assumptions used in the analysis. For example, loads developed as a result of thermal deformations within a structure may change significantly with changes in column, beam, and foundation stiffness. Accordingly, upperand lower 7.8.1-1 bounds on the stiffness should be determined and the analysis repeated usingboth sets to verify the governing7.8.2-1 load has been identified.
Column silos 7-B-1.4 are an acceptable to satisfy the balanced stiffness and frame geometry technique requirements of Section 4.2.7 and the AASHTO Seismic Specifications. Due to the construction and inspection complications of column silos, designers are encouraged to meet balanced stiffness and 7-B-1.5A 11 frame geometry requirements by the other methods suggested in Section 4.1.4 of the AASHTO Seismic Specifications prior to use of column silos. 7-B-1.5B A. General Design and33 Detailing Requirements
Shear design should follow the Simplified Procedure for Nonprestressed Sections in AASHTO LRFD5.8.3.4.1. 1 7-B-1.3
1 3
1. Column silo plans, specifications, and estimates shall be included in the Contract Documents. 7-B-1.6A 2. Column silos shall be designed to resist lateral earth and hydrostatic pressure, including live load surcharge if applicable, for a 75-year minimum service life. 7-B-1.6B for in-water locations such as in rivers and lakes. 3. Column silos are not permitted 4. Clearance between the column and the column silo shall be adequate for column lateral 7-B-1.7 11 1 1 displacement demands, construction and post-earthquake inspection, but shall not be less than1-6. 7-B-1.8 33 3 3
7-B-1.9
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5. A 6 minimum clearance shall be provided from the top of column silo to ground level. 6. Maximum depth of column silos shall not exceed 15 feet. 7. Column silos shall be watertight when located below the highest expected groundwater elevation. Silo covers need not be liquidtight. 8. Column silos shall be positively attached to the foundation element. B. Column Silos Formed From Extending Shaft Casing Designers shall determine a minimum steel casing thickness sufficient to resist lateral loads and shall provide it in the Contract Documents. Thisthickness shall include a sacrificial steel area as recommended in AASHTO LRFD Specification Section C10.7.5 for corrosion resistance. The actual steel casing size and materials shall be determined by the Contractor as delineated in WSDOT Standard Specifications Section 6-19 and 9-36. Appropriate detailing, as shown in Figure 7.3.8-1, shall be provided. C. Column Silos Formed by Other Methods Column silos formed by other methods, such as corrugated metal pipes, may be considered if the general requirements above are satisfied. D. Column Silo Covers and Access Hatches A column silo cover, including access hatches, shall be specified in the Contract Plans as shown in Appendix 7.3-A1-1. Column silo covers and access hatches shall be painted in accordance with WSDOT Standard Specifications Section 6-07.3(9). Column silo covers shall be protected from vehicular loading. Column silo covers shall be capable of sliding on top of the column silo and shall not restrain column lateral displacement demands. Obstructions to the column silo cover sliding such as barriers or inclined slopes are not allowed adjacent to the column silo where they may interfere with column lateral displacement demands. Column silo covers and tops of column silos shall be level. Sufficient access hatches shall be provided in the column silo cover so that all surfaces of the column and the column silo can be inspected. Access hatches shall include a minimum clear opening of 1-0 x 1-0 to accommodate the lowering of pumping and inspection equipment into the column silo. Access hatches for direct personnel access shall have a minimum clear opening of 2-0 square. Column silo covers shall be designed to be removable by maintenance and inspection personnel. Public access into the column silo shall be prevented.
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Figure 7.4.3-1
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B. Footings Longitudinal reinforcement at the bottom of a column should extend into the footing and rest onthe bottom mat of footing reinforcement with standard 90 hooks. In addition, development oflongitudinal reinforcement shall be in accordance with AASHTO Seismic 8.8.4 and AASHTO LRFD 5.11.2.1. C. Drilled Shafts Column longitudinal reinforcement in drilled shafts is typically straight. Embedment shall beaminimum length equal to lns = ls + s (per TRAC Report WA-RD 417.1 titled Noncontact Lap Splices in Bridge Column-Shaft Connections). Where: ls = the larger of 1.7 lac or 1.7 ld (for Class C lap splice) where: lac = development length from the Seismic Guide Spec. 8.8.4 for the column longitudinal reinforcement. ld = tension development length from AASHTO LRFD Section 5.11.2.1 for the column longitudinal reinforcement. s = distance between the shaft and column longitudinal reinforcement The requirements of the AASHTO Seismic 8.8.10 for development length of column bars extended into oversized pile shafts for SDC C and D shall not be used. All applicable modification factors for development length, except one, in AASHTO LRFD 5.11.2 may be used when calculating ld. The modification factor in 5.11.2.1.3 that allows ld to be decreased by the ratio of (As required)/(As provided), shall not be used. Using this modification factor would imply that the reinforcement does not need to yield to carry the ultimate design load. This may betrue in other areas. However, our shaft/column connections are designed to form a plastic hinge, and therefore the reinforcement shall have adequate development length to allow the bars toyield.
See Figure 7.4.4-1 for an example of longitudinal development into drilled shafts.
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B. Spiral Splices and Hoops Welded laps shall be used for splicing and terminating spirals and shall conform to the details shown in Figure 7.4.5-3. Only single sided welds shall be used, which is the preferred method in construction. Spirals or butt-welded hoops are required for plastic hinge zones ofcolumns. Lap spliced hoops are not permitted in columns in any region. Although hooked lap splices are structurally acceptable, and permissible by AASHTO LRFD Specification for spirals or circular hoops, they shall not be allowed due to construction challenges. While placing concrete, tremies get caught in the protruding hooks, making accessibility to all areas and its withdrawal cumbersome. It is also extremely difficult to bend the hooks through the column cage into the core of the column. When welded hoops or mechanical couplers are used, the plans shall show a staggered pattern around the perimeter of the column so that no two adjacent welded splices or couplers are located at the same location. Also, where interlocking hoops are used in rectangular or non-circular columns, the splices shall be located in the column interior. Circular hoops for columns shall be shop fabricated using a manual direct butt weld, resistance butt weld, or mechanical coupler. Currently, a Bridge Special Provision has been developed to cover the fabrication requirements of hoops for columns and shafts, which may eventually be included in the Standard Specifications. Manual direct butt welded hoops require radiographic nondestructive examination (RT), which may result in this option being cost prohibitive at large quantities. Resistance butt welded hoops are currently available from Caltrans approved fabricators in California and have costs that are comparable to welded lap splices. Fabricators in Washington State are currently evaluating resistance butt welding equipment. When mechanical couplers are used, cover and clearance requirements shall be accounted for in the column details. Field welded lap splices and termination welds of spirals of any size bar are not permitted in the plastic hinge region and should be clearly designated on the contract plans. If spirals are welded whilein place around longitudinal steel reinforcement, there is a chance that an arc can occur between the spiral and longitudinal bar. The arc can create a notch that can act as a stress riser and may cause premature failure of the longitudinal bar when stressed beyond yield. Note: It would acceptable to field weld lap splices of spirals off to the side of the column and then slide into place over the longitudinal reinforcement.
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7.4.6-1 Typically they 1 Column hinges of 7.2.3-1 the type shown in Figure were built onpast WSDOT bridges. were used above a crossbeam or wall pier. These types of hinges are suitable when widening an existing bridge crossbeam or wall pier with this type of 1 detail.
The area of the hinge bars in square inches is as 3 follows:
7.3.6-1
7.4.6-1
7.4.7-1 l 1 The development 7.2.3-1 length required for the hinge bars is 1.25 factors for d. All applicable modification development length in AASHTO LRFD 5.11.2 may be used when calculating ld. Tie and spiral spacing shall conform to AASHTO and shear requirements. Ties and spirals shall not 7.7.4-1LRFD confinement 1 7.3.6-1 bespaced more than 12(6 if longitudinal bars are bundled). Premolded joint filler should beused to 3 assurethe required rotational capacity. There should also be a shear key at the hinge bar location. 7.8.1-1
Where: Pu is the factored axial load 7.4.6-2 Vu is the factored shear load Fy is the reinforcing yield strength (60 ksi) q is the angle of the hinge bar to the vertical
(7.4.6-1)
When the hinge reinforcement is bent, additional confinement reinforcing may be necessary to takethe 7.4.6-1 horizontal component from the bent hinge bars. The maximum spacing of confinement reinforcing for the hinge is the smaller of that required above 7.8.2-1 and the following:
7.4.6-2 7.9.2-1
Where: are as defined in AASHTO Av, Vs, and d 7.4.7-1 Notations 7-B-1.1 Article the bend begins 1h is the distance from the hingetowhere
(7.4.6-2) 3
Continue this spacing one-quarter of the column width 7.8.1-1 (in the plane perpendicular to the hinge) pastthe 1 bend in the hinge7-B-1.2 bars.
7-B-1.6B 7-B-1.5A 11 11 1 1 7.4-9 7-B-1.7 WSDOT Bridge Design Manual M Page 23-50.12
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7-B-1.6A 7-B-1.4
7-B-1.5B 7-B-1.3
11 1 33
7-B-1.5B 33 3 3 7-B-1.8 33
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Figure 7.4.6-1 Page 7.4-10 WSDOT Bridge Design Manual M 23-50.12 August 2012
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b. The longitudinal reinforcing in the inner column shall meet all the design checks in the Specifications. Some specific checks of the inner AASHTO Seismic and AASHTO LRFD 7-B-1.2 1 3 column (inner core) will be addressed asfollows:
Where: 7.8.1-1 1.7Ld (for Class C lap splice) Ls = The larger of 1.7Lac or bar from the AASHTO Seismic 8.8.4. Lac = Development length of 7.8.2-1 length from AASHTO LRFD 5.11.2.1 development Ld = Tension (Note: All applicable modification factors for Ld may be used except for the reduction specified Section 5.11.2.2.2 As required/As for provided) 7.9.2-1 in sc = Distance from longitudinal reinforcement of outer column to inner column. Plastic Hinge Lp = Analytical 7-B-1.1 Length defined in the AASHTO Seismic 4.11.6-3.
(7.4.7-1)
(1) A shear friction check shall be met using the larger of the overstrength plastic 1 7-B-1.3 shear (Vpo) or the ultimate shear from strength load cases at the demand hinge location. The area of longitudinal inner column reinforcement, Ast, in zone for flexural resistance (usually taken excess ofthat required in the 7-B-1.4 tensile used for the required shear friction as the total longitudinal bars) may be reinforcement,Avf.
7-B-1.5A 11
column shall be designed to resist the (2) The flexural capacity of the inner strength load cases and meet cracking criteria of the service load cases. Special consideration shall be given to construction staging load cases where the column 7-B-1.5B 33 stability depends on completion of portions of the superstructure.
(3) The axial capacity of the inner shall meet the demands of strength load 7-B-1.6A column cases assuming the outer concrete has cracked and spalled off. The gross area, Ag,shall be the area contained inside the spiral reinforcement.
(4) The inner core shall be designed and detailed to meet all applicable requirements of AASHTO7-B-1.7 Seismic Section 8. 11 1 1
7-B-1.6B
7-B-1.8 7-B-1.9
33 3 3 1
7-B-1.10 3
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2. Transverse Reinforcement a. The portion of the transverse reinforcement for the inner core, inside the larger column dimension (above the foundation), shall meet all the requirements of the AASHTO Seismic and AASHTO LRFD Specification. The demand shall be based on the larger of the overstrength plastic shear demand (Vpo) of the inner column or the ultimate shear demand from strength load cases at the hinge location. The transverse reinforcement shall be extended to the top of the longitudinal reinforcement for the inner column (Lns). b. The portion of transverse reinforcement for the inner core, in the foundation, shall meet the minimum requirements of the AASHTO Seismic 8.8.8, for compression members, based onthe dimensions of the inner column. This reinforcement shall be extended to the bend radius of the of the longitudinal inner column reinforcement for footings or as required for column-shaft connections. c. A gap in the inner column transverse reinforcement shall be sized to allow the foundation top mat reinforcement and foundation concrete to be placed prior to setting the upper portion ofthe transverse inner column reinforcement. This gap shall be limited to 5; a larger gap will require the WSDOT Bridge Design Engineers approval. The spiral reinforcement above the footing shall be placed within 1 of the top of footing to reduce the required gap size. The WSDOT Spiral termination details will be required at each end of this gap, the top of the upper transverse reinforcement, but not the bottom of the lower transverse reinforcement with spread footings. 3. Analytical Plastic Hinge Region a. The analytical plastic hinge length of the reduced column section shall be based onhorizontally isolated flared reinforced concrete columns, using equation 4.11.6-3 of the AASHTO Seismic Specifications. b. The end of the column which does not have a reduced column section shall be based onequation 4.11.6-1 of the AASHTO Seismic Specifications. B. Outer Concrete Column 1. The WSDOT Bridge and Structures Office normal practices and procedures shall be met for the column design, with the following exceptions: a. The end with the reduced column shall be detailed to meet the seismic requirements ofaplastic hinge region. This will ensure that if a plastic hinge mechanism is transferred into the large column shape, it will be detailed to develop such hinge. The plastic shear this section shall be required to resist shall be the same as that of the inner column section. b. The WSDOT spiral termination detail shall be placed in the large column at the reduced section end, in addition to other required locations. c. In addition to the plastic hinge region requirements at the reduced column end, the outer column spiral reinforcement shall meet the requirements of the WSDOT Noncontact Lap Splices in Bridge Column-Shaft Connections. The k factor shall be taken as 0.5 if the column axial load, after moment distribution, is greater than 0.10cAg and taken as 1.0 if the column axial load is in tension. Ag shall be taken as the larger column section. Linear interpolation may be used between these two values. 2. The column end without the reduced column section shall be designed with WSDOT practices for a traditional column, but shall account for the reduced overstrength plastic shear, applied over the length of the column, from the overstrength plastic capacities at each column end.
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C. Gap in Concrete at Reduced Column Section 1. This gap shall be minimized, but not less than 2. It shall also be designed to accommodate the larger of 1.5 times the calculated service, strength or extreme elastic rotation or the plastic rotation from a pushover analysis times the distance from the center of the column to the extreme edge of the column. The gap shall be constructed with a material sufficiently strong to support the wet concrete condition. The final material must also meet the requirements described below. Ifa material can meet both conditions, then it can be left in place after construction, otherwise the construction material must be removed and either cover the gap or fill the gap with a material that meets the following: a. The material in the gap must keep soil or debris out of the gap for the life of the structure, especially if the gap is to be buried under fill at the foundation and inspections will be difficult/impossible. b. The gap shall be sized to accommodate 1.5 times the rotations from service, strength and extreme load cases. In no loading condition shall the edge of the larger column section cause a compressive load on the footing. If a filler material is used in this gap which can transfer compressive forces once it has compressed a certain distance, then the gap shall be increased to account for this compressive distance of the filler material.
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Figure 7.5.1-1
2. Cantilever Abutments If the height of the wall from the bearing seat down to the bottom of the footing exceeds the clear distance between the girder bearings, the assumed 45 lines of influence from the girder reactions will overlap, and the dead load and live load from the superstructure can be assumed equally distributed over the abutment width. The design may then be carried out on a per-foot basis. The primary structural action takes place normal to the abutment, and the bending moment effect parallel to the abutment may be neglected in most cases. The wall is assumed to be a cantilever member fixed at the top of the footing and subjected to axial, shear, and bending loads see Figure7.5.1-2.
Stub Abutment
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Chapter 7
3. Spill-Through Abutments The analysis of this type of abutment is similar to that of an intermediate pier, see Figure 7.5.1-3. Thecrossbeam shall be investigated for vertical loading as well as earth pressure and longitudinal effects transmitted from the superstructure. Columns shall be investigated for vertical loads combined with horizontal forces acting transversely and longitudinally. For earth pressure acting on rectangular columns, assume an effective column width equal to 1.5 times the actual column width. Short, stiff columns may require a hinge at thetop or bottom to relieve excessive longitudinal moments.
4. Rigid Frame Abutments Abutments that are part of a rigid frame are generically shown in Figure 7.5.1-4. At-Rest earth pressures (EH) will apply to these structures. The abutment design should include the live load impact factor from the superstructure. However, impact shall not be included in the footing design. The rigid frame itself should be considered restrained against sidesway for live load only. AASHTO LRFD Chapter 12 addresses loading and analysis of rigid frames that are buried (box culverts).
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5. Bent-Type Abutments An abutment that includes a bent cap supported on columns or extended piles or shafts is shown in Figure 7.5.1-5. For structural reasons it may be required to construct a complete wall behind a bridge abutment prior to bridge construction. Bent-type abutments may be used where the abutment requires protection from lateral and vertical loads and settlement. This configuration shall only be used with the approval of the WSDOT Bridge Design Engineer. Itshall not be used where initial construction cost is the only determining incentive. A bridge approach slab shall span a maximum of 6-0 between the back of pavement seat and the face of the approach embankment wall. The approach slab shall be designed as a beam pinned at the back of pavement seat. The approach slab shall support traffic live loads and traffic barrier reactions. The approach embankment wall shall support the vertical live load surcharge. The approach slab shall not transfer loads to the approach embankment wall facing. An enclosing fascia wall is required to prohibit unwanted access with associated public health, maintenance staff safety, and law enforcement problems. The design shall include a concrete fascia enclosing the columns and void. The fascia shall have bridge inspection access. The access door shall be a minimum 3-6 square with the sill located 2-6 from finished grade. Contact the State Bridge and Structures Architect for configuration and concrete surface treatments.
Bent-Type Abutment
Figure 7.5.1-5
B. Abutments on Structural Earth (SE) Walls and Geosynthetic Walls Bridge abutments may be supported on structural earth walls and geosynthetic walls. Abutments supported on these walls shall be designed in accordance with the requirements of this manual and the following documents (listed in order of importance): WSDOT Geotechnical Design Manual M 46-03 (see Section 15.5.3.5). AASHTO LRFD Bridge Design Specifications. Design and Construction of Mechanically Stabilized Earth Walls and Reinforced Soil Slopes, VolumeI and II, FHWA-NHI-10-024, FHWA-NHI-10-025.
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Walls directly supporting bridge abutment spread footings shall be 30 feet or less in total height, measured from the top of the fascia leveling pad to the bottom of the bridge abutment footing. SE walls supporting spread footings shall be considered non-preapproved wall systems. Geosynthetic walls supporting spread footings shall be considered nonstandard. Deviations from the design requirements require approval from the State Bridge Design Engineer and the State GeotechnicalEngineer. Continuous superstructures shall be designed for differential settlement between piers. Walls supporting permanent bridges shall have precast or C.I.P concrete fascia panels. Walls supporting temporary bridges may use precast concrete block or welded wire facing.
C. Earth Pressure - EH, EV Active earth pressure (EH) and the unit weight of backfill on the heel andtoe (EV) will be provided in a geotechnical report. The toe fill shall be included in the analysis foroverturning if it adds to overturning. Passive earth pressure resistance (EH) in front of a footing may not be dependable due to potential for erosion, scour, or future excavation. Passive earth pressure may be considered for stability at the strength limit state only below the depth that is not likely to be disturbed over the structures life. The Geotechnical Branch should be contacted to determine if passive resistance may be considered. Thetop two feet of passive earth pressure should be ignored.
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D. Earthquake Load - EQ Seismic superstructure loads shall be transmitted to the substructure through bearings, girder stops or restrainers. As an alternative, the superstructure may be rigidly attached to the substructure. The Extreme Event I load factor for all EQ induced loads shall be 1.0. For bearing pressure and wall stability checks, the seismic inertial force of the abutment, PIR, shall be combined with the seismic lateral earth pressure force, PAE, as described in AASHTO LRFD 11.6.5.1. The seismic inertial force acts horizontally at the mass centroid of the abutment in the same direction as the seismic lateral earth pressure. For structural design of the abutment, the seismic inertial force, PIR, may be taken as 0.0. For conventional footing supported abutments, the seismic horizontal acceleration coefficient, kh, shall be taken as one half of the seismic horizontal acceleration coefficient assuming zero displacement, kh0. Seismic active earth pressure, KAE, shall be assumed to be a uniform pressure over the height, h, of the abutment. Thus, the resultant seismic lateral earth pressure force, PAE, is located at 0.5h. The seismic active earth pressure shall be determined using the Mononobe-Okabe (M-O) method, as described in AASHTO LRFD Appendix A11. For more information on the M-O method and its applicability, see GDM Section 15.4.10. For pile- or shaft-supported abutments or other abutments that are not free to translate 1.0 in. to 2.0in. during a seismic event, use a seismic horizontal acceleration coefficient, kh, of 1.5 times the site-adjusted peak ground acceleration. For more information on seismic lateral earth pressure on rigid abutments, see GDM Section 15.4.10. The seismic vertical acceleration coefficient, kv, shall be taken as 0.0 for abutment design.
E. Bearing Forces - TU For strength design, the bearing shear forces shall be based on of the annual temperature range. This force is applied in the direction that causes the worst case loading. For extreme event load cases, calculate the maximum friction force (when the bearing slips) and apply in the direction that causes the worst case loading.
B. Wingwall Overturning It is usually advantageous in sizing the footing to release the falsework from under the wing walls after some portion of the superstructure load is applied to the abutment. Anote can cover this item, when applicable, in the sequence of construction on the plans.
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B. Bearing Seats The bearing seats shall be wide enough to accommodate the size of the bearings used with a minimum edge dimension of 3 and satisfy the requirements of LRFD Section 4.7.4.4. On Labutments, the bearing seat shall be sloped away from the bearings to prevent ponding at the bearings. The superelevation and profile grade of the structure should be considered for drainage protection. Normally, a drop across the width of the bearing seat is sufficient. C. Transverse Girder Stops Transverse girder stops are required for all abutments in order to transfer lateral loads from the superstructure to the abutment. Abutments shall normally be considered as part of the Earthquake Resisting System (ERS). Girder stops shall be full width between girder flanges except to accommodate bearing replacement requirements as specified in Chapter 9 of this manual. The girder stop shall be designed to resist loads at the Extreme Limit State for the earthquake loading, Strength loads (wind etc.) and any transverse earth pressure from skewed abutments, etc. Girder stops are designed using shear friction theory and the shear strength resistance factor shall be s = 0.9. The possibility of torsion combined with horizontal shear when the load does not pass through the centroid of the girder stop shall also be investigated. In cases where the WSDOT Bridge Design Engineer permits use of ERS #3 described in Section 4.2.2 of this manual, which includes a fusing mechanism between the superstructure and substructure, the following requirements shall be followed: The abutment shall not be included in the ERS system, the girder stops shall be designed to fuse, and the shear strength resistance factor shall be s = 1.0.
Page 7.5-7
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If a girder stop fusing mechanism is used on a pile supported abutment, the combined overstrength capacity of the girder stops per AASHTO Seismic 4.14 shall be less than the combined plastic shear capacity of the piles. The detail shown in Figure 7.5.5-1 may be used for prestressed girder bridges. Prestressed girders shall be placed in their final position before girder stops are cast to eliminate alignment conflicts between the girders and girder stops. Elastomeric girder stop pads shall run the full length of the girder stop. All girder stops shall provide clearance between the prestressed girder flange and theelastomeric girder stop pad. For skewed bridges with semi-integral or end type A diaphragms, the designer shall evaluate the effects of earth pressure forces on the elastomeric girder stop pads. These pads transfer the skew component of the earth pressure to the abutment without restricting the movement of the superstructure in the direction parallel to centerline. The performance of elastomeric girder stop padsshall be investigated at Service Limit State. In some cases bearing assemblies containing slidingsurfaces may be necessary to accommodate large superstructure movements.
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B. Pedestals A pedestal is sometimes used as an extension of the footing in order to provide additional depth for shear near the column. Its purpose is to provide adequate structural depth while saving concrete. For proportions of pedestals, see Figure 7.7.1-2. Since additional forming is required to construct pedestals, careful thought must be given to the tradeoff between the cost of the extra forming involved and the cost of additional footing concrete. Also, additional foundation depth may be needed for footing cover. Whenever a pedestal is used, the plans shall note that a construction joint will be permitted between the pedestal and the footing. This construction joint should be indicated asaconstruction joint with roughened surface.
Load Factors
Table 7.7.2-1
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B. Bearing Resistance - Service, Strength, and Extreme Event Limit States The nominal bearing resistance (qn) may be increased or reduced based on previous experience for the given soils. The geotechnical report will contain the following information: Nominal bearing resistance (qn) for anticipated effective footing widths, which is the same for thestrength and extreme event limit states. Service bearing resistance (qser) and amount of assumed settlement. Resistance factors for strength and extreme event limit states (fb). Embedment depth requirements or footing elevations to obtain the recommended qn. Spread footings supported on SE walls or geosynthetic walls shall be designed with nominal bearing resistances not to exceed 6.0 ksf at service limit states and 9.0 ksf at strength and extreme event limit states. A vertical settlement monitoring program shall be conducted where nominal bearing resistance exceeds 4.0 ksf at service limit states or 7.0 ksf at strength or extreme event limit states. See GDM Section 15.5.3.5 for additional requirements.
C. Sliding Resistance - Strength and Extreme Event Limit States The geotechnical report will contain thefollowing information to determine earth loads and the factored sliding resistance (RR=fRn) Resistance factors for strength and extreme event limit states (f, fep) If passive earth pressure (Rep) is reliably mobilized on a footing: ff or Su and sv, and the depth ofsoil in front of footing that may be considered to provide passive resistance. D. Foundation Springs - Extreme Event Limit States When a structural evaluation of soil response is required for a bridge analysis, the Geotechnical Branch will determine foundation soil/rock shear modulus and Poissons ratio (G and ). These values will typically be determined for shear strain levels of 2 to 0.2 percent, which are typical strain levels for large magnitudeearthquakes.
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B. Bearing Stress For geotechnical and structural footings design, the bearing stress calculation assumes a uniform bearing pressure distribution. For footing designs on rock, the bearing stress is based on a triangular or trapezoidal bearing pressure distribution. The procedure to calculate bearing stress is summarized in the following outline. See Abutment Spread Footing Force Diagrams for typical loads and eccentricity. Step 1: Step 2A: Calculate the Resultant force (Rstr), location (Xostr) and eccentricity for Strength (estr). Xostr = (factored moments about the footing base)/(factored vertical loads) For Footings on Soil: Calculate the maximum soil stress (sstr) based on a uniform pressure distribution. Notethat this calculation method applies in both directions for biaxially loaded footings. See AASHTO LRFD 10.6.3.1.5 for guidance on biaxial loading. The maximum footing pressure on soil with a uniform distribution is: sstr = R/B = R/2Xo = R/(B-2e), where B is the effective footing width. For Footings on Rock: If the reaction is outside the middle of the base, use a triangular distribution. sstr max = 2R/3 Xo, where R is the factored limit state reaction. If the reaction is within the middle of the base, use a trapezoidal distribution. sstr max = R/B (1+ 6 e/B) In addition, WSDOT limits the maximum stress (P/A) applied to rock due to vertical loads only. This is because the rock stiffness approaches infinity relative to the footing concrete. The maximum width of uniform stress is limited to C+2D as shown in Figure7.7.4-3. Compare the factored bearing stress (sstr) to the factored bearing resistance (fbcqn) of the soil or rock. The factored bearing stress must be less than or equal to the factored bearingresistance. sstr fbcqn Repeat steps 1 thru 3 for the Extreme Event limit state. Calculate Xoext, eext, and sext using Extreme Event factors and compare the factored stress to the factored bearing (fbqn).
Step 2B:
Step 3:
Step 4:
Figure 7.7.4-3
Footings on Rock
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7.3.6-1
7.4.6-1 (Q C. Failure By Sliding The factored sliding resistance R ) is comprised of a frictional component earth pressure component (fep Qep). The ( Q) and the Geotechnical Branch may allow a passive 7.4.6-2 on thesoil properties specified in the geotechnical report. The designer shall calculate QR based frictional component acts along the base of the footing, and the passive component acts on the vertical face ofaburied footing element. The factored sliding resistance shall be greater than or equal to the 7.4.7-1 factored horizontal applied loads. 7.7.4-1
1 3
Substructure Design
The Strength Limit State f and fep are provided in the report or AASHTO LRFD 7.8.1-1 geotechnical 10.5.5.2.2-1. The Extreme Event Limit State Q and fep are generally equal to 1.0.
D. Overturning Stability Calculate the locations of the overturning reaction (R) for strength and extreme event limit states. Minimum factors applied to forces and moments resisting 1 7-B-1.3 load are overturning. Maximum load factors are applied to forces and moments causing overturning. Note that for footings subjected to biaxial loading, the following eccentricity requirements apply in both 7-B-1.4 directions. E. Footing Settlement The service limit state bearing resistance (qser) will be a settlement-limited value, typically 1. 7-B-1.5B 33
bearing Where, qser is the unfactored7-B-1.6A service limit state resistance and f is the service resistance factor. In general, the resistance factor (f) shall be equal to 1.0.
7.8.2-1 Where: Q = (R) tan d of friction the footing base and the soil tan d = Coefficient 7.9.2-1 between tan d = tan f for cast-in-place concrete against soil f for precast concrete tan d = (0.8)tan 7-B-1.1 and Extreme Event factors are used to R = Vertical force Minimum Strength calculate R 1 3 internal friction for soil f = angle of7-B-1.2
See AASHTO LRFD 11.6.3.3 (Strength Limit State) and 11.6.5 (Extreme Event Limit State) for the appropriate requirements for7-B-1.5A the location of the reaction (R). 11 overturning
7-B-1.6B both permanent For immediate settlement (not time dependent), dead load and live load should beconsidered for sizing footings for the service limit state. For long-term settlement (on clays), onlythe permanent dead loads should be considered. 7-B-1.7 11 1 1 If the structural analysis yields a bearing stress (sser) greater than the bearing resistance, then the 33 be to increase 3 3 bearing 7-B-1.8 footing must be re-evaluated. The first step would the footing size to meet resistance. If this leads to a solution, recheck layout criteria and inform the geotechnical engineer 7-B-1.9 1 size cannot thefooting size has increased. If the footing be increased, consult the geotechnical engineer for other solutions.
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F. Concrete Design Footing design shall be in accordance with AASHTO LRFD 5.13.3 for footings and the general concrete design of AASHTO LRFD Chapter 5. The following Figure 7.7.4-4 illustrates the modes of failure checked in the footing concrete design.
Figure 7.7.4-4
1. Footing Thickness and Shear The minimum footing thickness shall be 1-0. The minimum plan dimension shall be4-0. Footing thickness may be governed by the development length of the column dowels, or by concrete shear requirements (with or without reinforcement). If concrete shear governs the thickness, it is the engineers judgment, based on economics, as to whether to use a thick footing unreinforced for shear or a thinner footing with shear reinforcement. Generally, shear reinforcement should be avoided but not at excessive cost in concrete, excavation, and shoring requirements. Where stirrups are required, place the first stirrup at d/2 from the face ofthe column or pedestal. For large footings, consider discontinuing the stirrups at the point wherevu=vc. 2. Footing Force Distribution The maximum shear stress in the footing concrete shall be determined based on a triangular ortrapezoidal bearing pressure distribution, see AASHTO LRFD 5.13.3.6. This is the same pressure distribution as for footing on rock, see Section 7.7.4B. 3. Vertical Reinforcement (Column or Wall) Vertical reinforcement shall be developed into the footing to adequately transfer loads to the footing. Vertical rebar shall be bent 90 and extend to the top of the bottom mat of footing reinforcement. This facilitates placement and minimizes footing thickness. Bars in tension shall be developed using 1.25 Ld. Bars in compression shall develop a length of 1.25 Ld, prior tothe bend. Where bars are not fully stressed, lengths may be reduced in proportion, but shall not beless than Ld. The concrete strength used to compute development length of the bar in the footing shall be the strength of the concrete in the footing. The concrete strength to be used to compute the section strength at the interface between footing and a column concrete shall be that of the column concrete. This is allowed because of the confinement effect of the wider footing.
4. Bottom Reinforcement Concrete design shall be in accordance with AASHTO LRFD Specifications. Reinforcement shall not be less than #6 bars at 12 centers to account for uneven soil conditions and shrinkage stresses. 5. Top Reinforcement Top reinforcement shall be used in any case where tension forces in the top of the footing are developed. Where columns and bearing walls are connected to the superstructure, sufficient reinforcement shall be provided in the tops of footings to carry the weight of the footing and overburden assuming zero pressure under the footing. This is the uplift earthquake condition described under Superstructure Loads. This assumes that the strength of the connection to the superstructure will carry such load. Where the connection to the superstructure will not support the weight of the substructure and overburden, the strength of the connection may be used asthe limiting value for determining top reinforcement. For these conditions, the AASHTO LRFD requirement for minimum percentage of reinforcement will be waived. Regardless of whether ornot the columns and bearing walls are connected to the superstructure, a mat of reinforcement shall normally be provided at the tops of footings. On short stub abutment walls (4 from girder seat to top of footing), these bars may be omitted. In this case, any tension at the top of the footing, due to the weight of the small overburden, must be taken by the concrete in tension.
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Top reinforcement for column or bearing wall footings designed for two-way action shall not beless than #6 bars at 12 centers, in each direction while top reinforcement for bearing wall footings designed for one-way action shall not be less than #5 bars at 12 centers in eachdirection.
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A. Pile Embedment, Clearance, and Rebar Mat Location All piles shall have an embedment in the concrete sufficient to resist moment, shear, and axial loads. Cast-in-place concrete piles with reinforcing extending into footings are embedded a minimum of 6. The clearance for the bottom mat of footing reinforcement shall be 1 between the reinforcing and the top of the pile for CIP pilefootings. See Figure 7.7.5-2 for the minimum pile clearance to the edge of footing.
Figure 7.7.5-2
Pile Embedment and Reinforcing Placement B. Concrete Design In determining the proportion of pile load to be used for calculation of shear stress on the footing, any pile with its center 6 or more outside the critical section shall be taken as fully acting on that section. Any pile with its center 6 or more inside the critical section shall be taken as not acting for that section. For locations in between, the pile load acting shall be proportioned between these two extremes. The critical section shall be taken as the effective shear depth (dv) as defined in AASHTO LRFD 5.8.2.9. The distance from the column/wall face to the allowable construction centerline ofpile (design location plus or minus the tolerance) shall be used to determine the design moment of the footing. The strut and tie design method should be used where appropriate.
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The total factored shaft loading must be less than the factored axial resistance. Rp and Rs are treated as independent quantities although research has shown that the end bearing and skin friction resistance have some interdependence. Rp and Rs shown as a function of depth will be stated in the geotechnical report for the bridge. The designer shall consider all applicable factored load combination limit states and shaft resistances when determining shaft axial capacity and demand and shaft tip elevations. For some shaft designs, liquefiable soils, scour conditions and/or downdrag forces may need to be considered. Determining which limit states to include these conditions or forces can be complex. The Hydraulics Branch and the geotechnical engineer shall be consulted to ensure overly and/or under conservative load combinations and resistances are not being considered. Open and frequent communication is essential during design. Although the AASHTO LRFD Specifications include water loads, WA, in Extreme Event I limit states, in most cases the loss of soil resistance due to scour conditions is not combined with Extreme Event I load combinations. The probability of a design earthquake occurring in the presence of the maximum scour event is low. However, in some instances it is appropriate to include some scour effects. When scour is included with Extreme Event I load combinations, the skin resistance of the soil, up to a maximum of 25percent of the scour depth for the design flood (l00 year event), shall be deducted from the resistance of the shaft. The loss of skin resistance for the full scour depth for the design flood shall be considered when checking axial capacity of the shaft for all strength and service limit states. The loss of skin resistance for the full scour depth of the check flood (500 year event) shall be considered when checking the axial capacity of the shaft for Extreme Event II limit states. It should be noted that scour does not produce a load effect on the structure but changes the geometry of the bridge pier and available soil resistance so that effects of other loads are amplified. The engineer may also need to consider scour effects on piers that are currently outside of the ordinary high water zones due to potential migration of rivers or streams during flood events. The Hydraulics Branch will provide guidance for these rare cases. Downdrag forces may also need to be considered in some designs. Downdrag forces are most often caused by the placement of fill adjacent to shafts, which causes consolidation and settlement of underlying soils. This situation is applicable to service and strength limit states. Downdrag forces can also be caused by liquefaction-induced settlement caused by a seismic event. Pore water pressure builds up in liquefiable soils during ground shaking. And as pore water pressure dissipates, the soil layer(s) may settle, causing downdrag forces on the shaft to develop. These liquefaction induced downdrag forces are only considered in the Extreme Event I limit state. However, downdrag induced by consolidation settlement is never combined with downdrag forces induced by liquefaction, but are only considered separately in their applicable limit states. The downdrag is treated as a load applied to the shaft foundations. The settling soil, whether it is caused by consolidation under soil stresses (caused, for example, by the placement of fill), or caused by liquefaction, creates a downward acting shear force on the foundations. This shear force is essentially the skin friction acting on the shaft, but reversed in direction by the settlement. This means that the skin friction along the length of the shaft within the zone of soil that is contributing to downdrag is no longer available for resisting downward axial forces and must not be included with the soil resistance available to resist the total downward axial (i.e., compression) loads acting on the foundation.
Page 7.8-1
Substructure Design
Chapter 7
In general, the geotechnical engineer will provide drilled shaft soil resistance plots as a function of depth that includes skin friction along the full length of the shaft. Therefore, when using those plots to estimate the shaft foundation depth required to resist the axial compressive foundation loads, this skin friction lost due to downdrag must be subtracted from the resistance indicated in the geotechnical shaft resistance plots, and the downdrag load per shaft must be added to the other axial compression loads acting on the shaft. Similarly, if scour is an issue that must be considered in the design of the foundation, with regard to axial resistance (both in compression and in uplift), the skin friction lost due to removal of the soil within the scour depth must be subtracted from the shaft axial resistance plots provided by the geotechnical engineer. If there is any doubt as to whether or not this skin friction lost must be subtracted from the shaft resistance plots, it is important to contact the geotechnical engineer for clarification on this issue. Note that if both scour and downdrag forces must be considered, it is likely that the downdrag forces will be reduced by thescour. This needs to be considered when considering combination of these two conditions, and assistance from the geotechnical engineer should be obtained. The WSDOT Geotechnical Design Manual M 46-03, Chapters 6, 8, and 23, should be consulted for additional explanation regarding these issues. Following is a summary of potential load combination limit states that shall be checked if scour effects, liquefiable soils and/or downdrag forces are included in the design. The geotechnical report will provide the appropriate resistance factors to use with each limit state. A. Condition Embankment downdrag from fill or the presence of compressible material below the foundations; no liquefaction. Checks: 1. Include embankment induced downdrag loads with all Strength and Service Limit States. Donot include with Extreme Limit States. Use maximum load factor unless checking an uplift case, where the minimum shall be used. Subtract the skin friction lost within the downdrag zone from the shaft axial resistance plots provided by the geotechnical engineer. B. Condition Liquefiable soils with post-earthquake downdrag forces. No embankment downdrag. Note: If embankment downdrag is present, it shall not be included with liquefaction-induced downdrag therefore it would not be included in Check 3 below. Checks: 1. Extreme Event I Limit State Use static soil resistances (no loss of resistance due to liquefaction) and no downdrag forces. Use a live load factor of 0.5. 2. Extreme Event I Limit State Use reduced soil resistance due to liquefaction and no downdrag forces. Use a live load factor of 0.5. The soils in the liquefied zone will not provide the static skin friction resistance but will in most cases have a reduced resistance that will be provided by the geotechnical engineer. 3. Extreme Event I Limit State Post liquefaction. Include downdrag forces, a live load factor of0.5 and a reduced post-liquefaction soil resistance provided by the geotechnical engineer. Do not include seismic inertia forces from the structure since it is a post earthquake check. There will be no skin resistance in the post earthquake liquefied zone. Therefore, subtract the skin friction lost within the downdrag zone from the shaft axial resistance plots provided by the geotechnicalengineer.
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C. Condition Scour from design flood (100 year events) and check floods (500 year events.) The shaft shall be designed so that shaft penetration below the scour of the applicable flood event provides enough axial resistance to satisfy demands. Since in general the geotechnical engineer will provide shaft resistance plots that include the skin friction within the scour zone, the skin friction lost will need to be subtracted from the axial resistance plots provided to determine the shaft resistance acting below the scour depth. A special case would include scour with Extreme Event I limit states without liquefiable soils and downdrag. It is overly conservative to include liquefied soil induced downdrag and scour with the Extreme Event I limit states. The Hydraulics Branch and the geotechnical engineer will need to be consulted for this special case. Checks: 1. Service and Strength Limit States Subtract the skin friction lost within the scour depth (i.e.,100percent of the scour depth for the 100 year design flood) from the shaft axial resistance plots provided by the geotechnical engineer, to estimate the shaft depth required to resist all service and strength limit demands. 2. Extreme Event II Limit State Subtract the skin friction lost within the scour depth (i.e., 100percent ofthe scour depth for the 500 year check flood event) from the shaft axial resistance plots provided by the geotechnical engineer, to estimate the shaft depth required to resist all Extreme Event II limit demands. Use a live load factor of 0.5. Do not include ice load, IC, vessel collision force, CV, and vehicular collision force, CT. 3. Extreme Event II Limit State Subtract the skin friction lost within the scour depth (in this case only 50 percent of the scour depth for the 500 year check flood event) from the shaft axial resistance plots provided by the geotechnical engineer, to estimate the shaft depth required to resist all Extreme Event II limit demands. Use a live load factor of 0.5. In this case, include ice load, IC, vessel collision force, CV, and vehicular collision force, CT. 4. Extreme Event I Limit State (special case - no liquefaction) Subtract the skin friction lost within the scour depth (i.e., in this case 25 percent of the scour depth for the 100 year design flood) from the shaft axial resistance plots provided by the geotechnical engineer, to estimate the shaft depth required to resist the Extreme Event I limit state demands. The bridge plans shall include the end bearing and skin friction nominal shaft resistance for the service, strength, and extreme event limit states in the General Notes, as shown in Figure 7.8-1-1. The nominal shaft resistances presented in Figure 7.8-1-1 are not factored by resistance factors.
The Nominal Shaft Resistanceshallbetakenas,inkips: Service-I Limit State Pier No. Skin Friction Resistance End Bearing Resistance 1 ==== ==== 2 ==== ==== Strength Limit State Pier No. 1 2 Skin Friction Resistance ==== ==== End Bearing Resistance ==== ====
Extreme Event-I Limit State Pier No. 1 2 Skin Friction Resistance ==== ====
Figure 7.8.1-1
Page 7.8-3
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Special Conditions
2D or more
1.0
Cohesive (Clays, clayey sands, and glacially overridden, well-graded soils such as glacial till)
2D or more
1.0
These group reduction factors apply to both strength and extreme event limit states. For the service limit state the influence of the group on settlement as required in the AASHTO LRFD Specifications and the WSDOT Geotechnical Design Manual M 46-03 are still applicable.
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G. In general, drilled shaft reinforcing shall be detailed to minimize congestion, facilitate concrete placement by tremie, and maximize consolidation of concrete. H. The clear spacing between spirals and hoops shall not be less than 6 or more than 9, with the following exception. The clear spacing between spirals or hoops may be reduced in the splice zone insingle column/single shaft connections because shaft concrete may be vibrated in this area, negating the need for larger openings to facilitate good flow of concrete through the reinforcing cage. I. The volumetric ratio and spacing requirements of the AASHTO Seismic Specifications for confinement need not be met. The top of shafts in typical WSDOT single column/single shaft connections remains elastic under seismic loads due to the larger shaft diameter (as compared to the column). Therefore this requirement does not need to be met. J. Shaft transverse reinforcement may be constructed as hoops or spirals. Spiral reinforcement ispreferred for shaft transverse reinforcement. However, if #6 spirals at 6 (excluding the exception in 7.8.2.H) clear do not satisfy the shear design, circular hoops may be used. Circular hoops in shafts up to #9 bars may be lap spliced using the details as shown in Figure 7.8.2-1. Note: Welded lap splices for spirals are currently acceptable under the AWS D1.4 up to bar size #6. Recent testing has been performed by WSDOT for bar sizes #7 through #9. All tests achieved full tensile capacity (including 125 percent of yield strength.) Therefore, #7 through #9 welded lap spliced hoops are acceptable to use provided they are not located in possible plastic hinge regions. Circular hoops may also be fabricated using a manual direct butt weld, resistance butt weld, or mechanical coupler. Weldsplicing of hoops for shafts shall be completed prior to assembly of the shaft steel reinforcing cage. Refer to Section 7.4.5 of this manual for additional discussion on circular hoops. Mechanicalcouplers may be considered provided cover and clearance requirements are accounted forin the shaft details. When welded hoops or mechanical couplers are used, the plans shall show a staggered pattern around the perimeter of the shaft so that no two adjacent welded splices orcouplers are located at the same location.
WSDOT Bridge Design Manual M 23-50.12 August 2012 Page 7.8-5
Page 7.8-6
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Chapter 7
7.4.7-1
7.7.4-1 the K. In single column/single shaft configurations, spacing of the shaft transverse reinforcement inthe splice zone shall meet the requirements of the following equation, which comes from the TRAC 7.8.1-1 LAP SPLICES IN Report titled, NONCONTACT BRIDGE COLUMN-SHAFT CONNECTIONS: 7.8.2-1
Substructure Design
L. Longitudinal reinforcement shall be provided for the full length of drilled shafts. The minimum 7-B-1.5A zone of single longitudinal reinforcement in the 11 splice column/single shaft connections shall bethe larger of 0.75 percent Ag of the shaft or 1.0% Ag of the attached column. The minimum longitudinal reinforcement beyond 7-B-1.5B the splice zone Ag of the shaft. The minimum longitudinal 33 shall be 0.75% reinforcement in shafts without single column/single shaft connections shall be 0.75% Ag of theshaft.
M. The clear spacing between longitudinal shall not be less than 6 or more than9. 7-B-1.6A reinforcement If ashaft design is unable to meet this minimum requirement, alarger diameter shaft shall beconsidered. 7-B-1.6B be straight with no hooks to facilitate concrete N. Longitudinal reinforcing in drilled shafts should placement and removal of casing. If hooks are necessary to develop moment at the top of a drilled be 1 1of while leaving 7-B-1.7the 11 shaft (in a shaft cap situation) hooks should turned toward the center the shaft enough opening toallow concrete placement with a tremie. 7-B-1.8 33 3 3 O. Locations of longitudinal splices shall be shown in the contract plans. Mechanical splices shall be staggered 2-0. 7-B-1.9 1 P. Use of twoconcentric circular rebar cages shall be avoided.
Where: 7.9.2-1 reinforcement Smax = Spacing of transverse shaft reinforcement Ash = Area of shaft spiral or transverse 7-B-1.1 reinforcement fytr = Yield strength of shaft transverse ls = Standard splice length of the column reinforcement column Al = Area of longitudinal 7-B-1.2 reinforcement 1 3 of column longitudinal reinforcement (ksi), ful = Specified minimum tensile strength 90 ksi for A615 and 80 ksi for A706 1 7-B-1.3 the of ratio column tensile reinforcement to total column k = Factor representing reinforcement at the nominal resistance. This ratio could be determined from the column moment-curvature analysis using computer programs Xtract or SAP 2000. 7-B-1.4 To simplify this process, k =0.5 could safely be used in most applications
(7.8.2-1)
Q. Resistance factors for Strength Limit States shall be per the latest AASHTO LRFD Specifications. Resistance factors for Extreme Event Limit States shall be per the latest AASHTO Seismic Specifications. The resistance factor for shear shall conform to the AASHTO LRFD Specifications. R. The axial load along the shaft varies due to the side friction. It is considered conservative, however,todesign the shaft for the full axial load plus the maximum moment. The entire shaft normally is then reinforced for this axial load and moment.
S. Access tubes for Crosshole Sonic Log (CSL) testing shall be provided in all shafts. One tube shall be furnished and installed for each foot of shaft diameter, rounded to the nearest whole number, and shown in the plans. The number of access tubes for shaft diameters specified as X feet 6 inches shall be rounded up to the next higher whole number. The access tubes shall be placed around the shaft, inside the spiral or hoop reinforcement and three inches clear of the vertical reinforcement, ata uniform spacing measured along the circle passing through the centers of the access tubes. If the vertical reinforcement is not bundled and each bar is not more than one inch in diameter, the access tubes shall be placed two inches clear of the vertical reinforcement. If these minimums cannot be met due to close spacing of the vertical reinforcement, then access tubes shall be bundled with the verticalreinforcement.
WSDOT Bridge Design Manual M 23-50.12 August 2012 Page 7.8-7
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Chapter 7
T. Shafts shall be specified in English dimensions and shall be specified in sizes that do not preclude any drilling method. Shafts shall be specified in whole foot increments except as allowed here. The tolerances in Standard Specifications Section 6-19 accommodate metric casing sizes and/or oversized English casing sizes. Oversized English casings are often used so that tooling for drilling the shafts, which are the nominal English diameter, will fit inside the casing. There are a few exceptions, which will be discussed below. See Table 7.8.2-1 for casing sizes and tolerances.
Column A Column B Column C Column D Column E Maximum English Casing Diameter Inches 150 138 126 120 114 102 90 84 78 72 72 66 60 60 48 48 42 36 0.70 2.30 27.56 1.5 1.50 1.5 1.2 1.00 0.915 4.92# 4.92 4.92 3.94# 3.28 3.00 59.05 59.05 59.05 47.28 39.37 36.02 Column F Column G Column H Nominal (Outside) Metric Casing Diameter Meters 3.73 3.43 3.00 3.00 2.80 2.50 2.20 2.00 2.00 Feet 12.24 11.25 9.84# 9.84 9.19 8.20 7.22 6.56 6.56 Inches 146.85 135.0 118.11 118.11 110.23 98.42 86.61 78.74 78.74 *Maximum *Maximum Increase Decrease in Casing in Casing Inside Inside Diameter Diameter Inches 6 6 6 6 6 6 6 6 6.75## 6 12 12 12 12 12 12 12 12 Inches 0 0 2 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0
Nominal (Outside) English Casing Diameter Feet 12.0 11.0 10.0 9.5 9.0 8.0 7.0 6.5 6.0 5.5 5.0 4.5 4.0 ** 4.0** 3.0 3.0 2.5 2.0 Inches 144 132 120 114 108 96 84 78 72 66 60 54 48 48 36 36 30 24
*Check Standard Specifications Section 6-19. **Construction tolerances would allow either 1.2 or 1.5 meter casing to be used. # Designer shall check that undersize shaft meets the design demands. ## Exception to typical construction tolerance of 6.
Table 7.8.2-1
As seen in Table 7.8.2-1, construction tolerances shown in Column C allow shaft diameters to be increased up to 12 for shafts 5-0 diameter or less and increased up to 6 for shafts greater than 5-0 in diameter. In most cases these construction tolerances allow either metric or English casings to be used for installation of the shafts.
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There are a few exceptions to these typical tolerances. These exceptions are as follows: 1. 4.0 Diameter Shafts The tolerances in Columns C and D of Table 7.8.2-1 allow either an oversized 4.92 diameter shaft or an undersized 3.94 shaft to be constructed. The reinforcement cage shall be sized to provide a minimum of 3 of cover to the undersized diameter. 2. 5.0 Diameter Shafts The tolerances in Columns C and D of Table 7.8.2-1 allow eitheran oversized 6.0 diameter shaft or an undersized 4.92 diameter shaft to be constructed. Thereinforcement cage shall be sized to provide a minimum of 4 of cover to the undersized diameter. 3. 6.0 Diameter Shafts Maximum oversize tolerance of 6 is allowed. 4. 10.0 Diameter Shafts The tolerances in Columns C and D of Table 7.8.2-1 allow either an oversized 10.5 diameter shaft or an undersized 9.84 diameter shaft to be constructed. The reinforcement cage shall be sized to provide a minimum of 4 of cover to the undersized diameter.
For all shaft diameters, the designer should bracket the design so that all possible shaft diameters, when considering the construction tolerances, will satisfy the design demands. The minimum shaft diameter (nominal or undersized) shall be used for design of the flexural and shear reinforcement. The nominal English shaft diameter shall be specified on the plans. When requesting shaft capacity charts from the geotechnical engineer, the designer should request charts for the nominal English shaft diameter.
U. Shafts supporting a single column shall be sized to allow for construction tolerances, as illustrated inFigure 7.8.2-2.
Figure 7.8.2-2
Page 7.8-9
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Chapter 7
The shaft diameter shall be based on the maximum column diameter allowed by the following equation, Maximum Column Diameter = Shaft Diameter 2*(Shaft Concrete Cover) 2*(Shaft Horizontal Construction Tolerance) 2*(Shaft Cage Thickness) The shaft horizontal construction tolerance and shaft concrete cover shall conform to Standard Specifications Section 6-19. If the column diameter used in design is larger than the maximum allowed for agiven shaft size, asdefined by the equation above, a larger shaft diameter shall beused. The shaft diameter specified here should not be confused with the desirable casing shoring diameter discussed below.
V. Casing shoring shall be provided for all shafts below grade or waterline. However, casing shoring requirements are different for shafts in shallow excavations and deep excavations. Shafts in deep excavations require a larger diameter casing shoring to allow access to the top of the shaft for column form placement and removal. The top of shafts in shallow excavations (approximately 4 or less) can be accessed from the ground line above, by reaching in or by glory-holing, and therefore do not require larger diameter casing shoring. See Figure7.8.2-3.
Figure 7.8.2-3
W. Changes in shaft diameters due to construction tolerances shall not result in a reinforcing steel cage diameter different from the diameter shown in the plans (plan shaft diameter minus concrete cover). For example, metric casing diameters used in lieu of English casing diameters shall only result in an increase in concrete cover, except asnoted below for single column/single shaft connections requiring slip casings. There are also exceptions for 4-0, 5-0, and 10-0 diameter shafts, see Table 7.8.2-1.
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X. Rotator and Oscillator drilling methods typically use a slip casing for permanent casing in single column/single shaft connections, as shown in Figure 7.8.2-4.
Y. Reinforcing bar centralizers shall be detailed in the plans as shown in Figure 7.8.2-5.
Page 7.8-11
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Chapter 7
Maximum Inside Nominal (Outside) (Outside) Reinf. Diameter Metric Casing Cage Diameter of Metric Diameter to Accommodate Casing2 Metric Casing1 Meters 3.73 3.43 3.00 2.80 2.50 2.20 2.00 1.50 1.2 1.00 0.92 Feet 12.24 11.25 9.84 9.19 8.20 7.22 6.56 4.92 3.94 3.28 3.00 Inches 130.52 118.71 101.81 95.51 83.70 71.89 64.02 45.12 34.08 30.22 26.87 Feet 10.88 9.89 8.48 7.96 6.98 5.99 5.34 3.76 2.84 2.52 2.24 Inches 140.52 128.71 111.84 105.51 93.70 81.89 74.02 55.12 44.09 36.22 32.87
Nominal (Outside) Metric Slip Casing Diameter3 Inches 137.52 125.71 108.81 102.51 90.70 78.89 71.02 52.12 41.09 34.22 30.87 Feet 11.46 10.48 9.07 8.54 7.56 6.57 5.92 4.34 3.42 2.85 2.57 Meters 3.49 3.19 2.76 2.60 2.30 2.00 1.80 1.32 1.044 0.87 0.78
Cage Cage Clearance Clearance Below at Slip Slip Casing4 Casing Inches 8.16 8.16 8.15 7.36 7.36 7.36 7.36 6.97 6.57 4.57 4.57 Inches 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1.5 1.5
Notes: 1. Provided by Malcolm Drilling. Assumes minimum of 5 clearance to inside of oscillator casing on 4 and larger and uses 3 of clearance on smaller than 4 (1.2 meters). 2. Provided by Malcolm Drilling. 3. Provided by Malcolm Drilling. Slip casing is 3 smaller than inside diameter of temporary casing from 1.2 meters to 3meters. 1 meter on down is 2 smaller in diameter. 4. Slip casing is typically to thick (provided by Malcolm Drilling). Cage clearance assumes thick casing. Table 7.8.2-2
Centralizer Detail
Figure 7.8.2-5
Page 7.8-12
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Substructure Design
B. Precast, Prestressed Concrete Piles Precast, prestressed concrete piles are octagonal, or square in cross-section and are prestressed toallow longer handling lengths and resist driving stresses. Standard Plans are available for these types of piles. C. Steel H Piles Steel piles have been used where there are hard layers that must be penetrated in order to reach anadequatepoint bearing stratum. Steel stress is generally limited to 9.0 ksi (working stress) on the tip. Hpilingcan act efficiently as friction piling due to its large surface area. Do not use steel H piling where thesoil consists of only moderately dense material. In such conditions, it may be difficult todevelop the friction capacity of the H piles and excessive pile length may result. D. Timber Piles Timber piles may be untreated or treated.Untreated piles are used only for temporary applications or where the entire pile will be permanentlybelow the water line. Where composite piles are used, the splice must be located below the permanentwater table. If doubt exists as to the location of the permanent water table, treated timber piles shallbe used. Where dense material exists, consideration should be given to allowing jetting (with loss of uplift capacity),useofshoes, or use of other pile types.
E. Steel Sheet Piles Steel sheet piles are typically used for cofferdams and shoring and cribbing, butare usually not made a part of permanent construction. CIP concrete piles consisting of steel casing filled with reinforcing steel and concrete are the preferred type of piling for WSDOTs permanent bridges. Other pile types such as precast, prestressed concrete piles, steel H piles, timber piles, auger cast piles, and steel pipe piles shall not be used for WSDOT permanent bridge structures. These types of piles may be used for temporary bridges and other non-bridge applications subject to approval by the State Geotechnical Engineer and the State Bridge Design Engineer. Micropiles shall not be used for new bridge foundations. This type of pile may be used for foundation strengthening of existing bridges, temporary bridges and other non-bridge applications subject toapproval by the State Geotechnical Engineer and the State Bridge Design Engineer. Battered piles shall not be used for bridge foundations to resist lateral loads. The above limitations apply to all WSDOT bridges including mega projects and design-buildcontracts. The above policy on pile types is the outcome of lengthy discussions and meetings between the bridge design, construction and geotechnical engineers. These limitations are to ensure improved durability, design and construction for WSDOT pile foundations.
Page 7.9-1
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In seismic applications there is a need for bi-directional demands. Steel H piles have proven to have little bending capacity the purposes of resisting seismic load while circular CIP piles provide 7.2.3-1 for 1 consistent capacities in all directions. Also, CIP pile casing is generally available in a full range of casing diameters. CIP1 piles are easily inspected after driving to ensure the quality of the finished pile 7.3.6-1 3 prior to placing reinforcing steel and concrete. All bending strength is supplied by elements other than the casing in accordance with Bridge Design Manual policy. WSDOT
Micropiles have capacity for the purposes of resisting lateral loads in seismic bending 7.4.6-2 little applications.
7.4.6-1 concrete piles, and timber piles are difficult to splice and for establishing moment Precast, prestressed connections into the pile cap.
The geotechnical report will provide the nominal axial resistance (Rn) and resistance factor (f) for pile 7.8.1-1 pile load design. The factored ( P U pile) must be less than the factored resistance, fRn, specified in the geotechnical report. ( Pile 7.8.2-1 axial loading P ) due to loads applied to a pile cap are determined as follows:
7.9.2-1
U pile
(7.9.2-1)
Pile selfweight is typically neglected. As shown above, downdrag forces are treated as load to the 7-B-1.5A 11 pile when designing for axial capacity. However, it should not be included in the structural analysis ofthebridge. 33 Resistance See 7-B-1.5B Section 7.8.1 Axial of drilled shafts for discussion on load combinations when considering liquefaction, scour and on downdrag effects. These guidelines are also applicable to piles.
7.9.3 Block Failure
Where: 7-B-1.1 Factored MU group = moment applied to the pile group. This includes eccentric LL, DC, centrifugal force (CE), etc. Generally, the dynamic load allowance (IM) does notapply. 7-B-1.2 1of 3 Distance from the centroid the pile group to the center ofthe pile under C = consideration. of inertia of the pile group Igroup = Moment pile 1 7-B-1.3 Number of piles in the group N = PU pile group = Factoredaxial load to the pile group DD = Downdrag force specified in the geotechnical report 7-B-1.4 specified = Load factor in the geotechnical report
For the strength and extreme event limit states, if the soil is characterized as cohesive, the pile 7-B-1.6B groupcapacity shall also be checked for the potential for a block failure, as described in AASHTO LRFD 10.7.3.9. This check requires interaction between the designer and the geotechnical engineer. 1 1 provided 7-B-1.7 Thecheck is performed by the geotechnical engineer based on loads by the designer. If a 11 blockfailure appears likely, the pile group size shall be increased so that a block failure is prevented. 7-B-1.8 33 3 3
7-B-1.9 7-B-1.10 3 1
7-B-1.6A
Page 7.9-2
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Page 7.9-3
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H. Piles are typically assumed to be continuously supported. Normally, the soil surrounding a foundation element provides sufficient bracing against a buckling failure. Piles that are driven throughveryweak soils should be designed for reduced lateral support, using information from the Geotechnical Branch as appropriate. AASHTO LRFD 10.7.3.13.4 may be used to estimate the column length for buckling. Piles driven through firm material normally can be considered fully supported for column action (buckling not critical) below the ground. I. The axial load along the pile varies due to side friction. It is considered conservative, however,todesign the pile for the full axial load plus the maximum moment. The entire pile is then typically reinforced for this axial load and moment. J. In all cases of uplift, the connection between the pile and the footing must be carefully designed and detailed. The bond between the pileandthe seal may be considered as contributing to the uplift resistance. This bond value shall belimited to 10 psi. The pile must be adequate to carry tension throughout its length. For example, a timber pile witha splice sleeve could not be used.
Page 7.9-4
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The total factored pile axial loading must be less than fRn for the pile design. Designers should note that the driving resistance might be greater than the design loading for liquefied soil conditions. This is not an overdriving condition. This is due to the resistance liquefied soils being ignored for design, but included in the driving criteria to place the piles.
Page 7.9-5
Substructure Design
Chapter 7
Page 7.9-6
Appendix 7-B1
Py My Longit udinal Mz Vz Mx Vx
Where the linear spring constants or K values are defined as follows using the Global Coordinates: K11 = +Vx(app)/+x = Longitudinal Lateral Stiffness (kip/in) K22 = AE/L = Vertical or Axial Stiffness (k/in) K33 = -Vz(app)/-z = Transverse Lateral Stiffness (k/in) K44 = +Mx(app)/+x = Transverse Bending or Moment Stiffness (kip-in/rad) K55 = JG/L = Torsional Stiffness (kip-in/rad) K66 = +Mz(app)/+z = Longitudinal Bending or Moment Stiffness (kip-in/rad) K34 = -Vz(ind)/+x = Transverse Lateral Cross-couple term (kip/rad) K16 = +Vx(ind) /+z = Longitudinal Lateral Cross-couple term (kip/rad) K43 = +Mx(ind)/-z = Transverse Moment Cross-couple term (kip-in/in) K61 = +Mz(ind)/+x = Longitudinal Moment Cross-couple term (kip-in/in)
Page 7-B1-1
Substructure Design
Chapter 7
p) ( ap x +M d) ( in z V s. an
(a Vz
Z + Oz r ot .
+Ox r ot .
LONGITUDINAL SPRINGS
Figure 7-B1-3
TRANSVERSE SPRINGS
Free Head
If the shear and moment are creating deflection in the SAME direction where the spring is located, afreehead boundary condition is required to model the loaded foundation in a finite element model. Ifa free head boundary condition is assumed Method II (Technique II) described in Section 7.2.5 of this manual must beused.
Page 7-B1-2
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Substructure Design
a (in)
spring constants can be calculatedSee from the following three assumptions. See Figure 7-B1-4 and n be calculated Vertical from the following three assumptions. the following definitions. REF: Seismic Design of Highway Bridges Workshop Manual, Pub. No. FHWAwing definitions. REF: Page 6-30, Seismic Design of 7 .2 .3-1 1 IP-81-2, Jan 1981. p Manual, Pub. No. FHWA-IP-81-2, Jan 1981.
7 .2 .3-1 7 .2 .3-1 7 .3 .6-1 7 .3 .6-1 7 .4 .6-1 7 .4 .6-1 7 .4 .6-2 7 .4 .6-2 7 .4 .7-1 1 1 7 .3 .6-1 3 1 Cross-sectional area (in) A = 1 3 E = Youngs modulus (ksi) 1 L = Length of pile (in) 7 .4 .6-1 3 F = Fraction of pile embedded 7 .4 .6-2
ksi)
bedded
7 .8 .1-1 7 .4 .7-1 Pile Stress 7 .8 .1-1 Pile Stress Figure 7-B-1.e 7 .8 .2-1 Figure 7-B1-4 7 .8 .1-1 7 .8 .2-1 rying skin friction: 7 .9 .2-1 7 .8 .2-1 Point Bearing Piles: AE F = 1.0 (fully embedded), K 22 = 3 7 .9 .2-1 L 7-B-1 .1 7 .9 .2-1 7-B-1 .1 Friction Piles with linearly varying skin friction: 7-B-1 .2 1 3 7-B-1 .1 kin friction: 7-B-1 .2 1 3 7-B-1 .3 7-B-1 .3
7 .4 .7-1
AE 1 7-B-1 .2 7-B-1 .3 1 3 F = 1.0, (fully embedded), K 22 = 2 L skin Friction Piles with constant friction:
7-B-1 .5A 11 7-B-1 .4 culates acceptable torsional spring values for and shafts 7-B-1 .5A 11 springs. In general, torsional spring constants for 7-B-1 .5B 33 n the strength of the pile. 7-B-1 .5A The statics equation for torsional 11
7-B-1 .4
7-B-1 .4 1
where,
3)
7-B-1 .6A G= 0.4E 7-B-1 .5B 33 J =7-B-1 .6A Torsional Moment of Inertia 7-B-1 .6B L =7-B-1 .6A Length of Pile 7-B-1 .6B
7-B-1 .7
7-B-1 .5B 33
7-B-1 .10 3
11 1 1 7-B-1 .6B 1 1 7-B-1 .7 11 7-B-1 .8 33 3 3 7-B-1 .7 11 1 1 7-B-1 .8 3 33 3 7-B-1 .9 1 7-B-1 .8 3 3 33 7-B-1 .9 1 7-B-1 .10 3 7-B-1 .9 1 7-B-1 .10 3
Page 7-B1-3
7 .4 .6-2 7 .4 .7-1
7 .9 .2-1
7-B-1 .1
7 .4 .6-2 7 .8 .1-1
7 .4 .7-1
The DFSAP program calculates acceptable torsional spring values for shafts and may be used for 7 .8 .1-1 7 .9 .2-1 for are 7 .8 .2-1 foundation springs. In general, torsional individual piles based on the strength of spring 7 .4 .7-1 1 7-B-1 .3 constants the pile. The statics equation for torsional resistance is given below. 7 .8 .2-1 7-B-1 .1 7 .8 .1-1 7 .9 .2-1 7-B-1 .4 7 .9 .2-1 7-B-1 .2 1 3 7 .8 .2-1 7-B-1 .1 Where: 7-B-1 .5A 11 G = 0.4E 7-B-1 .1 inertia 7 .9 .2-1 7-B-1 .2 1 3 1 J = Torsional moment of 7-B-1 .3 L = 33 Length of pile 7-B-1 .5B 7-B-1 .2 1 3 7-B-1 .1 1 7-B-1 .3 Lateral Springs (K11 & K33) 7-B-1 .4 7-B-1 .6A A fixed head lateral spring be found the shear and axial load a soil response program 7-B-1 .2 can by applying 1 7-B-1 .3 3in 1 with the rotation at the top equal to zero and finding the lateral deflection that results. Thespring value is 7-B-1 .4 7-B-1 .5A 11 7-B-1 .6B the applied shear divided by the resulting deflection. 1 7-B-1 .3 7-B-1 .4 7-B-1 .5A 11 7-B-1 .5B 33 7-B-1 .7 11 1 1
7-B-1 .5A 7-B-1 .4 Springs Rotational 33 11 3 3 7-B-1 .8 & K66) 7-B-1 .5B 33 (K44 7-B-1 .6A
7 .8 .2-1 3 1 7 .4 .7-1
Chapter 7
Ideally a fixed head boundary condition would result in no rotation. Therefore K44 & K66 would be 7-B-1 .5B 33 7-B-1 .5A 7-B-1 .9 1 infinitely stiff. 11 7-B-1 .6A 7-B-1 .6B In the past, the fixed head rotational springs where found by applying the moment and axial load in a soil response program with the translation at the top7-B-1 .6A equal to zero and the rotation that results. The finding 7-B-1 .5B 33 7-B-1 .10 3 1 1 7-B-1 .7 11 7-B-1 .6B spring value is the applied moment divided by the resulting rotation. 7-B-1 .8 33 3 3 7-B-1 .6B 7-B-1 .6A 1 1 7-B-1 .7 11
7-B-1 .9 1 7-B-1 .8 33 3 3 11 1 1 7-B-1 .7 7-B-1 .6B
3 3 7-B-1 .8 7-B-1 .9 1 33 7-B-1 .10 3 11 1 1 7-B-1 .7
7-B-1 .9
7-B-1 .10 3
7-B-1 .10 3
Page 7-B1-4
7 .9 .2-1 7 .9 .2-1
Chapter 7
1 7 .3 .6-1 7-B-1 .2 7 .4 .6-1 1 3 Cross-Couple Springs (K16, K34, K43 & K61) 3 7-B-1 .2 1 3
Fixed Head
For a true fixed head boundary (translation only) in the X andZ directions, there will be no 7-B-1 .9 1 condition 1 means the K34 and K16 7-B-1 .3 7-B-1 .9 1 7-B-1 .4 and will be zero (or approach zero). This rotation about the X and Z axis. x z cross-couple terms will not affect the shear reactions. Likewise, the K66 and K44 rotational terms zero 7-B-1 .10 3 out and 7-B-1 .4 do not affect the moment reaction. This leaves the K61 and K43 cross-couple terms to generate 7-B-1 .10 3 7-B-1 .5A 11 induced moments based on the deflections in the X and Z directions. Designers should note, the crosscouple moments are applied to a fixed footing element and are resisted axially by the piles. This affects 7-B-1 .5A 11 7-B-1 .5B 33 the local stress in the footing and axial loading of the pile much more than the column moment and shear, which is usually the primary focus for design.
K11 and K66 (or K33 and do not predict the shape of the foundation element. 7-B-1 .5B 33 K44) alone 7-B-1 .6A or reaction Thecross-couple term K16 (or K34) will add a shear force to correct the applied moment deflection.
1 7-B-1 .3 7 .4 .6-1 7 .4 .6-2 for 1 Cross-couple7-B-1 .3 springs will not be symmetric non-linear modeling foundation Since finite modeling. element programs will use matrix multiplication to generate reactions, doing the math is the easy way to show the effect of cross-couple terms. K16 and K34 will 7 .4 .6-2 Note that7 .4 .7-1 7-B-1 .4 have oppositesigns. terms 7-B-1 .4 Vx Py Vz Mx My Mz Disp. Force 7 .8 .1-1 7-B-1 .5A 11 11 7 .4 .7-1 K K16 0 0 0 7-B-1 .5A 11 0 Vx x Vx Py y Py K 22 0 0 0 0 0 7 .8 .2-1 7 .8 .1-1 7-B-1 .5B 33 0 0 33 K 34 0 0 z = Vz K 7-B-1 .5B Vz 33 Mx Mx x K 43 K 44 0 0 0 7 .9 .2-1 0 7 .8 .2-1 7-B-1 .6A 7-B-1 .6A K 55 0 0 0 0 0 y My My 7-B-1 .1 0 7 .9 .2-1 z Mz Mz K K 61 0 0 0 66 7-B-1 .6B 7-B-1 .6B The7-B-1 .1 longitudinal reactions are: 7-B-1 .2 1 3 11 1 1 7-B-1 .7 7-B-1 .7 11 1 1 The7-B-1 .2 transverse reactions are: 1 3 1 7-B-1 .3 33 3 3 7-B-1 .8 7-B-1 .8 33 3 3
Modeling real life features somewhat different than the theoretically true fixed condition. 7-B-1 .6A may be 7-B-1 .6B Thetop of a column at the superstructure or some pile and shaft applications may have opposing shear and moment, however the moment may be much less than the theoretical induced free head moment 7-B-1 .7 11 1 1 7-B-1 .6B value. In other words, there may be significant rotations that need to be accounted for in the spring modeling. Designers need to be aware of this situation and use engineering judgment. The FEM would 7-B-1 .8 33 3 3 11 1 1 7-B-1 .7 and will NOT be zero and both the have rotations about the X and Z axis. z cross-couples terms and x rotational springs may significantly affect the analysis. 7-B-1 .9 1 7-B-1 .8 33 3 3 The spring value for the lateral cross-couple term is the induced sheardivided by the associatedrotation.
7-B-1 .9
The spring value for the moment is the induced by the 7-B-1 .11 shear divided cross-couple term 7-B-1 .10 3 associatedrotation.
7-B-1 .10 3
7-B-1 .11
7-B-1 .12
7-B-1 .12
Page 7-B1-5
Substructure Design
Chapter 7
Page 7-B1-6
Appendix 7-B2
Method III Non-Linear Springs
Method III Non-Linear Springs
Appendix 7-B-2
Non-Linear
III
A finite foundation element model may use on PY curves to represent foundation response response asnon-linear shown insprings Figurebased 7-B-2.a. PY curves graph the relationship as shown in Figure 7-B2-1. PY curves graph the relationship between the lateral soil resistance and the between the lateral soil resistance and the associated deflection of the soil. Generally, associated deflection of the soil. Generally, P stands for a force per unit length (of pile) such as kips per P stands for a force per unit length (of pile) such as kips per inch. Y is the inch. Y is the corresponding horizontal deflection (of pile) in units such asinches.
A finite element model may use non-linear springs based on PY curves to represent
Pile Model using Set of PY Curves Pile Model Using aaSet ofNon-linear Non-linear PY Curves
Node placement for springs should attempt imitate the soil layers. Generally, the upper lateral of the pile upper 1/3 of the pile in stiff soils to has the most significant contribution to the in stiff soils the most significant contribution to the be lateral soil at reaction. Springs in this region should soil has reaction. Springs in this region should spaced most 3 feet apart. Spacing of be spaced at most 3feet apart. Spacing of 2.5 feet has demonstrated results within 10% of Lpile output 2.5 feet has demonstrated results within 10% of Lpile output moment and shear. momentSprings and shear. Springs for the pile of the pile can transition to a much larger spacing. Stiff for the lower 2/3lower of the can transition to a much larger spacing. Stiff foundations in weak soils will transfer loads much deeper in the soil and more springs would be sensible. Transverse and be longitudinal would sensible. springs must include group reduction factors to analyze the structure/soil response. Soil properties are modified in Lpile to account for Group Effects. Lpile then generates PY Transverse and longitudinal springs must include group reduction factors analyze curves based on the modified soil properties and desired depths. See Section 7.2.5 of this to manual for the structure/soil response. Soil properties are modified in Lpile to account for Group GroupEffects.
Node placement for springs should attempt to imitate the soil layers. Generally, the
foundations in weak soils will transfer loads much deeper in the soil and more springs
FEM programs accept non-linear springs7.2.5 in a Force (F) vs.Effects. Deflection (L) format. P values in a PY desiredwill depths. See BDM Section for Group curve must be multiplied by the pile length associated with the spring in the FEM. This converts a P value FEM programs will accept non-linear springs in a Forceanalysis (F) vs. with Deflection (L) format. in Force/Length units to Force. This cannot be done during dynamic some FEM programs P values in a PY curve must be multiplied by the pile length associated with the (including GTStrudl).
Effects. Lpile then generates PY curves based on the modified soil properties and
spring in the FEM. This converts a P value in Force/Length units to Force. This cannot be done during dynamic analysis with some FEM programs (including GTStrudl).
Page 7-B2-1
Substructure Design
Chapter 7
Soil Modulus - ES
Soil Modulus is defined as the force per length (of a pile) associated with a soil deflection. As shown in Figure 7-B2-2, ES is a slope on the PY curve or P/Y. ES is a secant modulus since the PY relationship is nonlinear and the modulus is a constant. The units are F/L per L or F/L2, such as kips per square inch.
-B-2
Subgrade Modulus - kS
Non-Linear Springs Method III A closely related term is the Subgrade Modulus (or Modulus of Subgrade Reaction) provided in a
geotechnical report. This is defined as the soil pressure associated with a soil deflection. The unitsareF/L2per L or F/L3, such as kips per cubic inch.
ulus - ES
ulus is defined as the force per length (of a ciated with a soil deflection. As shown in B-2.b, ES is a slope on the PY curve or P/Y. cant modulus since the PY relationship is and the modulus is a constant. The units are L or F/L2, such as kips per square inch. Modulus - kS
related term is the Subgrade Modulus (or of Subgrade Reaction) provided in a nical Report. This is defined as the soil pressure Secant Modulus Illustration d with a soil deflection. The units are F/L2 per Secant Modulus Figure 7-B-2.b Illustration , such as kips per cubic inch. Figure 7-B2-2
Page 7-B2-2
7-B-3
Appendix 7-B3
Method II (Technique I) Pile Footing Matrix Example II (Technique I) with Pile Footingterms Matrix Example A matrix cross-couple is a valid method to model pile supported footings. The analysis
ix with cross-couple terms is a valid method to model pile supported footings. only at the top (no rotation). This requires Fixed Head Boundary Condition to calculate spring values. alysis assumes the piles will behave similar to a column fixed at the bottom (in The Lpile program will solve for non-linear soil requires results for individual piles. See Group Effects in l) with lateral translation only at the top (no rotation). This Fixed Section 7.2.5 of this manual to reduce the soil properties of a pile in a group in both the transverse and Boundary Condition to calculate spring values.
longitudinal directions. This sample matrix calculates a foundation spring for an individual pile.
assumes the piles will behave similar to a column fixed at the bottom (in the soil) with lateral translation
pile program will solve for non-linear soil results for individual piles. See Ifsection a pile group large number piles, the GPILE computer program is available to generate a spring Effects in BDM 7.2.5has to a reduce the soilof properties of a pile in a group matrix for the group. The program also computes individual pile loads and deflections from input loads. the transverse and longitudinal directions. This sample matrix calculates a The output will contain a SEISAB {6 x 6} stiffness matrix. GTStrudl or SAP matrices have the same tion spring for an individual pile.
coefficients with a different axis orientation for the pile group.
e group has a large of requires piles, the GPILE computer program is available The number pile spring eight pile stiffness terms for a matrix as discussed in Appendix 7-B1. erate a spring matrix for the group. The program also computes individual pile Thefollowing sample calculations discuss the lateral, longitudinal, and cross-couple spring coefficients nd deflections from input loads. The output will contain a SEISAB {6 x 6} for a GTStrudl local coordinate system. See Appendix 7-B1 for axial and torsionsprings. ss matrix. GTStrudl or SAP matrices have the same coefficients with a The maximum transverse and longitudinal seismic loads (Vy, Mz, Vz, My and axial Px) provide two nt axis orientation for the pileFEM group.
e spring requires eight pile stiffness terms for a matrix as discussed in BDM longitudinal, and cross-couple spring coefficients. dix 7-B-1. The This following sample calculations discuss the lateral, longitudinal, sample calculation assumes there are no group effects. Only the longitudinal direction will be oss-couple spring coefficients for a GTStrudl local coordinate See calculated, the transverse direction will be similar. system. A standard global coordinate system is assumed dix 7-B-1 for axial and torsion springs. for the bridge. This sample will also assume a GTStrudl element is used to provide the foundation
loads cases for analysis in Lpile. The Lpile results of these two load cases will be used to calculate lateral,
spring,which a different local axis coordinate system input matrix terms, as shown in Figure aximum FEM transverse andrequires longitudinal seismic loads (Vy, Mz, Vz, Myto and 7-B3-1. Whenthe coordinate system changes, the sign convention of shear and moment also will change. x) provide two loads cases for analysis in Lpile. The Lpile results of these two Thiswill be expressed in a 6x6 matrix by changing the location of ses will be used to calculate lateral, longitudinal, and cross-couple spring the spring values and in sign of any cross-couple terms. ients.
mple calculation assumes there are up effects. Only the longitudinal on will be calculated, the transverse on will be similar. A standard coordinate system is assumed for dge. This sample will also assume a udl element is used to provide the tion spring, which requires a nt local axis coordinate system to matrix terms, as shown in Figure 7When the coordinate system s, the sign convention of shear and nt also will change. This will be sed in a 6x6 matrix by changing the n of the spring values and in sign of oss-couple terms.
Page 7-B3-1
Substructure Design
Chapter 7
The locations of GTStrudl matrix terms are shown in Figure 7-B1-2. The displacements are local and this requires the spring coefficients to be moved to produce the correct local reactions. The X axis is the new vertical direction. The Y axis is the new longitudinal direction. The spring coefficient definitions and notation remains the same as defined in Appendix 7-B1. Note the shift in diagonal terms and locations of the cross-couple terms.
Px Vy Vz Mx My Mz Disp. Force Px K 22 0 0 0 0 0 x Px Vy 0 K11 0 0 0 K16 y Vy 0 K34 0 z Vz 0 0 K33 Vz Mx 0 0 0 K55 0 0 x Mx 0 0 K 43 0 K 44 0 y My My 0 K 61 0 0 0 K 66 z Mz Mz
Where the linear spring constants or K values are defined as follows (see Figure 7-B3-3 for direction and sign convention): K11 = -Vy(app)/-y = Longitudinal Lateral Stiffness (kip/in) K22 = AE/L = Vertical or Axial Stiffness (k/in) K33 = -Vz(app)/-z = Transverse Lateral Stiffness (k/in) K44 = -My(app)/-y = Transverse Bending or Moment Stiffness (kip-in/rad) K55 = JG/L = Torsional Stiffness (kip-in/rad) K66 = Mz(app)/z = Longitudinal Bending or Moment Stiffness (kip-in/rad) K34 = -Vz(ind)/-y = Transverse Lateral Cross-couple term (kip/rad) K16 = -Vy(ind)/+z = Longitudinal Lateral Cross-couple term (kip/rad) K43 = -My(ind)/-z = Longitudinal Moment Cross-couple term (kip-in/in) K61 = +Mz(ind)/-y = Transverse Moment Cross-couple term (kip-in/in)
X y X
z i nd ) ) pp
a y( -M s. an
) pp d) ( in
y( -M
-V
z( a
- Vz
-Oy r ot .
LONGITUDINAL SPRINGS
Figure 7-B3-3
TRANSVERSE SPRINGS
Page 7-B3-2
Chapter 7
Substructure Design
= = = =
Page 7-B3-3
Substructure Design
Chapter 7
Disp. Force kip x Px 27,685 0 0 0 rad y Vy K33 0 K34 0 z Vz x Mx 0 K55 0 0 K 43 0 K 44 0 y My kip in 0 0 0 2,810,403 z Mz rad
Page 7-B3-4
Contents
8.1-1 8.1-1 8.1-1 8.1-3 8.1-8 8.2-1 8.2-1 8.2-1 8.2-4
Retaining Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1.2 Common Types of Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1.3 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1.4 Miscellaneous Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous Underground Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.2 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.3 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2
Appendix 8.1-A1 Appendix 8.1-A2-1 Appendix 8.1-A2-2 Appendix 8.1-A3-1 Appendix 8.1-A3-2 Appendix 8.1-A3-3 Appendix 8.1-A3-4 Appendix 8.1-A3-5 Appendix 8.1-A3-6 Appendix 8.1-A4-1 Appendix 8.1-A4-2 Appendix 8.1-A4-3 Appendix 8.1-A5-1 Appendix 8.1-A6-1 Appendix 8.1-A6-2
Summary of Design Specification Requirements for Walls . . . . . . . . . . . 8.1-A1-1 SEW Wall Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A2-1 SEW Wall Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A2-2 Soldier Pile/Tieback Wall Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-1 Soldier Pile/Tieback Wall Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-2 Soldier Pile/Tieback Wall Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-3 Soldier Pile/Tieback Wall Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . 8.1-A3-4 Soldier Pile/Tieback Wall Fascia Panel Details . . . . . . . . . . . . . . . . . . 8.1-A3-5 Soldier Pile/Tieback Wall Permanent Ground Anchor Details . . . . . . . . 8.1-A3-6 Soil Nail Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A4-1 Soil Nail Wall Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A4-2 Soil Nail Wall Fascia Panel Details . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A4-3 Noise Barrier on Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.1-A5-1 Cable Fence Side Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A6-1 Cable Fence Top Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1-A6-2
Page 8-i
Contents
Chapter 8
Page 8-ii
Chapter 8
8.1 Retaining Walls
8.1.1 General
A retaining wall is a structure built to provide lateral support for a mass of earth or other material where a grade separation is required. Retaining walls depend either on their own weight, their own weight plus the additional weight of laterally supported material, or on a tieback system for their stability. Additional information is provided in Chapter 15 of the WSDOT Geotechnical DesignManual M46-03. Standard designs for reinforced concrete cantilevered retaining walls, noise barrier walls (precast concrete, cast-in-place concrete, or masonry), and geosynthetic walls are shown in the Standard Plans. The Region Design PE Offices are responsible for preparing the PS&E for retaining walls for which standard designs are available, in accordance with the WSDOT Design Manual M 22-01. However, the Bridge and Structures Office may prepare PS&E for such standard type retaining walls if such retaining walls are directly related to other bridge structures being designed by the Bridge and StructuresOffice. Structural earth wall (SE) systems meeting established WSDOT design and performance criteria have been listed as pre-approved by the Bridge and Structures Office and the Materials Laboratory Geotechnical Branch. The PS&E for pre-approved structural earth wall systems shall be coordinated by the Region Design PE Office with the Bridge and Structures Office, and the Materials Laboratory Geotechnical Branch, in accordance with WSDOT Design Manual M 22-01. The PS&E for minor non-structural retaining walls, such as rock walls, gravity block walls, and gabion walls, are prepared by the Region Design PE Offices in accordance with the WSDOT Design Manual M22-01, and any other design input from the Region Materials Offic, Materials Laboratory Geotechnical Branch or Geotechnical Engineer. All other retaining walls not covered by the Standard Plans such as soil nail walls, soldier pile walls, soldier pile tieback walls and all walls beyond the scope of the designs tabulated in the Standard Plans, are designed by the Bridge and Structures Office according to the design parameters provided by the Geotechnical Engineer. The Hydraulics Branch of the Design Office should be consulted for walls that subject to floodwater or are located in a flood plain. The State Bridge and Structures Architect should review the architectural features and visual impact of the walls during the Preliminary Design stage. The designer is also directed to the retaining walls chapter in the WSDOT Design Manual M22-01 and Chapter15 of the WSDOT Geotechnical DesignManual M46-03, which provide valuable information on the design of retainingwalls.
Chapter 8
Other wall systems, such as secant pile or cylinder pile walls, may be used based on the recommendation of the Geotechnical Engineer. These walls shall be designed in accordance with the current AASHTOLRFD. A. Pre-approved Proprietary Walls A wall specified to be supplied from a single source (patented, trademark, or copyright) is a proprietary wall. Walls are generally pre-approved for heights up to 33 ft. The Materials Laboratory Geotechnical Division will make the determination as to which pre-approved proprietary wall system is appropriate on a case-by-case basis. The following is a description ofthe most common types of proprietary walls: 1. Structural Earth Walls (SE) A structural earth wall is a flexible system consisting of concrete face panels or modular blocks that are held rigidly into place with reinforcing steel strips, steel mesh, welded wire, or geogrid extending into a select backfill mass. These walls will allow for some settlement and are best used for fill sections. The walls have two principal elements: Backfill or wall mass: a granular soil with good internal friction (i.e. gravel borrow). Facing: precast concrete panels, precast concrete blocks, or welded wire (with or without vegetation). Design heights in excess of 33 feet shall be approved by the Materials Laboratory Geotechnical Division. If approval is granted, the designer shall contact the individual structural earth wall manufacturers for design of these walls before the project is bid so details can be included in the Plans. See Appendix 8.1-A2 for details that need to be provided in the Plans for manufacturer designed walls. A list of current pre-approved proprietary wall systems is provided in Appendix 15-D of the WSDOT Geotechnical Design Manual M 46-03. For additional information see the retaining walls chapter in the WSDOT Design Manual M 22-01 and Chapter 15 of the WSDOT Geotechnical Design Manual M 46-03. For the SEW shop drawing review procedure see Chapter15 of the WSDOT Geotechnical Design Manual.
2. Other Proprietary Walls Other proprietary wall systems such as crib walls, bin walls, or precast cantilever walls, can offer cost reductions, reduce construction time, and provide special aesthetic features under certain project specific conditions. A list of current pre-approved proprietary wall systems and their height limitations is provided in Appendix 15-D of the WSDOT Geotechnical Design Manual M 46-03. The Region shall refer to the retaining walls chapter in the WSDOT Design Manual M22-01 for guidelines on the selection of wall types. The Materials Laboratory Geotechnical Division and the Bridge and Structures Office Preliminary Plans Unit must approve the concept prior to development of thePS&E.
B. Geosynthetic Wrapped Face Walls Geosynthetic walls use geosynthetics for the soil reinforcement and part of the wall facing. Use of geosynthetic walls as permanent structures requires the placement of a cast-in-place, precast or shotcrete facing. Details for construction are shown in Standard Plan D-3, D-3.10 and D-3.11. C. Standard Reinforced Concrete Cantilever Walls Reinforced concrete cantilever walls consist of a base slab footing from which a vertical stem wall extends. These walls are suitable for heights up to 35 feet. Details for construction and the maximum bearing pressure in the soil are given in the Standard Plans D-10.10 to D-10.45. A major disadvantage of these walls is the low tolerance to post-construction settlement, which may require use of deep foundations (shafts or piling) to provide adequate support.
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D. Soldier Pile Walls and Soldier Pile Tieback Walls Soldier Pile Walls utilize wide flange steel members, such as W or HP shapes. The piles are usually spaced 6 to 10 feet apart. The main horizontal members are timber or precast concrete lagging designed to transfer the soil loads to the piles. For additional information see WSDOT Geotechnical DesignManual M46-03 Chapter15. See Appendix 8.1-A3 for typical soldier pile wall details. E. Soil Nail Walls The basic concept of soil nailing is to reinforce and strengthen the existing ground by installing steel bars called nails into a slope or excavation as construction proceeds from the top down. Soil nailing is a technique used to stabilize moving earth, such as a landslide, or as temporary shoring. Soil anchors are used along with the strength of the soil to provide stability. The Geotechnical Engineer designs the soil nail system whereas the Bridge and Structures Office designs the wall fascia. Presently, the FHWA Publication FHWA-IF-03-017 Geotechnical Engineering Circular No. 7 Soil Nail Walls is being used for structural design of the fascia. See Appendix 8.1-A4 for typical soil nail walldetails. F. Noise Barrier Walls Noise barrier walls are primarily used in urban or residential areas to mitigate noise or to hide views of the roadway. Common types, as shown in the Standard Plans, include castin-place concrete panels (with or without traffic barrier), precast concrete panels (with or without traffic barrier), and masonry blocks. The State Bridge and Structures Architect should be consulted for wall type selection. Design criteria for noise barrier walls are based on AASHTOs Guide Specifications for Structural Design of Sound Barriers. Details of these walls are available in the Standard Plans D-2.04 to D-2.68. The Noise Barriers chapter of the WSDOT Design Manual M22-01 tabulates the design wind speeds and various exposure conditions used to determine the appropriate wall type. Placement of noise barrier walls on bridges and retaining walls should be avoided if possible. These structures are hazardous to the traffic below during seismic events or in case of vehicular impact. However, if necessary to place a noise barrier wall on a bridge or a retaining wall, see Section 3.12 for the design requirements of these walls. See Appendix 8.1-A5-1 for typical noise barrier wall on bridge details. Noise barrier walls on bridges and retaining walls are considered special design and shall be designed on a case by case basis. WSDOT Standard Plans for Noise Barrier Walls may not be used for theseapplications. The design requirements for precast wall panel connections to bridge and retaining wall barriers are different than for cast-in-place construction. Changing the noise barrier wall type from cast-in-place to precast requires approval of the Bridge DesignEngineer.
8.1.3 Design
A. General All designs shall follow procedures as outlined in AASHTO LRFD Chapter 11, the WSDOT Geotechnical DesignManual M46-03, and this manual. See Appendix 8.1-A1 for a summary of design specification requirements for walls. All construction shall follow procedures as outlined in the WSDOT Standard Specifications for Road, Bridge, and Municipal Construction, latest edition. The Geotechnical Engineer will provide the earth pressure diagrams and other geotechnical design requirements for special walls to be designed by the Bridge and Structures Office. Pertinent soil data will also be provided for pre-approved proprietary structural earth walls (SEW), non-standard reinforced concrete retaining walls, and geosynthetic walls.
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B. Standard Reinforced Concrete Cantilever Retaining Walls The Standard Plan reinforced concrete retaining walls have been designed in accordance with the requirements of the AASHTO LRFD Bridge Design Specifications 4th Edition 2007 and interims through 2008. 1. Western Washington Walls (Types 1 through 4) a. The seismic design of these walls has been completed using and effective Peak Ground Acceleration of 0.51g. b. Active Earth pressure distribution was linearly distributed per Section 7.7.4. The corresponding Ka values used for design were 0.24 for wall Types 1 and 2, and 0.36 for Types3 and 4. c. Seismic Earth pressure distribution was uniformly distributed per WSDOT Geotechnical Design Manual M 46-03, Nov. 2008, Section 15.4.2.9, and was supplemented by AASHTO LRFD Bridge Design Specifications (Fig. 11.10.7.1-1). The corresponding Kae values used for design were 0.43 for Types 1 and 2, and 0.94 for Types 3 and 4. d. Passive Earth pressure distribution was linearly distributed. The corresponding Kp value used for design was 1.5 for all walls. For Types 1 and 2, passive earth pressure was taken over the depth of the footing. For Types 3 and 4, passive earth pressure was taken over the depth of the footing and the height of the shear key. e. The retained fill was assumed to have an angle of internal friction of 36 degrees and a unit weight of 130 pounds per cubic foot. The friction angle for sliding stability was assumed to be 32 degrees. f. Load factors and load combinations used per AASHTO LRFD Bridge Design Specifications 3.4.1-1 and 2. Stability analysis performed per AASHTO LRFD Bridge Design Specifications Section 11.6.3 and C11.5.5-1&2. g. Wall Types 1 and 2 were designed for traffic barrier collision forces, as specified in AASHTO LRFD Bridge Design Specifications section A13.2 for TL-4. These walls have been designed with this force distributed over the distance between wall section expansion joints (48 feet). 2. Eastern Washington Walls (Types 5 through 8) a. The seismic design of these walls has been completed using and effective Peak Ground Acceleration of 0.2g. b. Active Earth pressure distribution was linearly distributed per Section 7.7.4 of this manual. The corresponding Ka values used for design were 0.36 for wall Types 5 and 6, and 0.24 for Types 7 and 8. c. Seismic Earth pressure distribution was uniformly distributed per WSDOT Geotechnical DesignManual M 46-03, Nov. 2008, Section 15.4.2.9, and was supplemented by AASHTO LRFD Bridge Design Specifications (Fig. 11.10.7.1-1). The corresponding Kae values used for design were 0.55 for Types 5 and 6, and 0.30 for Types 7 and 8. d. Passive Earth pressure distribution was linearly distributed, and was taken over the depth of the footing and the height of the shear key. The corresponding Kp value used for design was 1.5 for all walls. e. The retained fill was assumed to have an angle of internal friction of 36 degrees and a unit weight of 130 pounds per cubic foot. The friction angle for sliding stability was assumed to be 32 degrees. f. Load factors and load combinations used per AASHTO LRFD Bridge Design Specifications 3.4.1-1&2. Stability analysis performed per AASHTO LRFD Bridge Design Specifications section 11.6.3 and C11.5.5-1&2.
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g. Wall Types 7 and 8 were designed for traffic barrier collision forces, as specified in AASHTO LRFD Bridge Design Specifications section A13.2 for TL-4. These walls have been designed with this force distributed over the distance between wall section expansion joints (48 feet). C. Non-Standard Reinforced Concrete Retaining Walls For retaining walls where a traffic barrier is to be attached to the top of the wall, the AASHTO LRFD Extreme Event loading for vehicular collision must be analyzed. These loads are tabulated in LRFD Table A13.2-1. Although the current yield line analysis assumptions for this loading are not applicable to retaining walls, the transverse collision load (Ft) may be distributed over the longitudinal length (Lt) at the top of barrier. At this point, the load is distributed at a 45 degree angle into the wall. Future updates to the LRFD code will address this issue. For sliding, the passive resistance in the front of the footing may be considered if the earth is more than 2 feet deep on the top of the footing and does not slope downward away from the wall. The design soil pressure at the toe of the footing shall not exceed the allowable soil bearing capacity supplied by the Geotechnical Engineer. For retaining walls supported by deep foundations (shafts or piles), refer to Sections 7.7.5, 7.8and 7.9 of this manual. 1. Permanent Ground Anchors (Tiebacks) See AASHTO LRFD Section 11.9 Anchored Walls. The Geotechnical Engineer will determine whether anchors can feasibly be used at a particular site based on the ability to install the anchors and develop anchor capacity. The presence of utilities or other underground facilities, and the ability to attain underground easement rights may also determine whether anchors can beinstalled. The anchor may consist of bars, wires, or strands. The choice of appropriate type is usually left to the Contractor but may be specified by the designer if special site conditions exist that preclude the use of certain anchor types. In general, strands and wires have advantages with respect to tensile strength, limited work areas, ease of transportation, and storage. However, bars are more easily protected against corrosion, and are easier to develop stress and transferload. The geotechnical report will provide a reliable estimate of the feasible factored design load of the anchor, recommended anchor installation angles (typically 10 to 45), no-load zone dimensions, and any other special requirements for wall stability for each project. Both the tributary area method and the hinge method as outlined in AASHTO LRFD Section C11.9.5.1 are considered acceptable design procedures to determine the horizontal anchor design force. The capacity of each anchor shall be verified by testing. Testing shall be done during the anchor installation (See Standard Specification Section 6-17.3(8) and WSDOT Geotechnical DesignManual M46-03). a. The horizontal anchor spacing typically follows the pile spacing of 6 to 10 feet. The vertical anchor spacing is typically 8 to 12 feet. A minimum spacing of 4 feet in both directions is not recommended because it can cause a loss of effectiveness due to disturbance of the anchors during installation. b. For permanent ground anchors, the anchor DESIGN LOAD, T, shall be according to AASHTO LRFD. For temporary ground anchors, the anchor DESIGN LOAD, T, may ignore extreme event load cases. c. The lock-off load is 60 percent of the controlling factored design load for temporary and permanent walls (see WSDOT Geotechnical Design Manual M 46-03 Chapter 15).
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2. Permanent Ground Anchor Corrosion Protection The Geotechnical Engineer will specify the appropriate protection system; the two primary typesare: a. Simple Protection: The use of simple protection relies on Portland cement grout to protect the tendon, bar, or strand in the bond zone. The unbonded lengths are sheaths filled with anti-corrosion grease, heat shrink sleeves, and secondary grouting after stressing. Except for secondary grouting, the protection is usually in place prior to insertion of the anchor in thehole. b. Double Protection: a corrugated PVC, high-density polyethylene, or steel tube accomplishes complete encapsulation of the anchor tendon. The same provisions of protecting the unbonded length for simple protection are applied to those for double protection. 3. Design of Soldier Pile The soldier piles shall be designed for shear, bending, and axial stresses according to the latest AASHTO LRFD and WSDOT Geotechnical Design Manual M 46-03 design criteria. The bending moment shall be based on the elastic section modulus S for the entire length of the pile for all Load combinations a. Lateral Loads (1) Lateral loads are assumed to act over one pile spacing above the base of excavation in front of the wall. These lateral loads result from horizontal earth pressure, live load surcharge, seismic earth pressure, or any other applicable load. (2) Lateral loads are assumed to act over the shaft diameter below the base of excavation in front of the wall. These lateral loads result from horizontal earth pressure, seismic earth pressure or any other applicable load. (3) Passive earth pressure usually acts over three times the shaft diameter or pile spacing, whichever issmaller. b. Depth of Embedment The depth of embedment of soldier piles shall be the maximum embedment as determined from the following; (1) 10 feet (2) As recommended by the Geotechnical Engineer of Record (3) As required for skin friction resistance and end bearing resistance. (4) As required to satisfy horizontal force equilibrium and moment equilibrium about the bottom of the soldier pile for cantilever soldier piles without permanent ground anchors. (5) As required to satisfy moment equilibrium of lateral force about the bottom of the soldier pile for soldier piles with permanent ground anchors. 4. Design of Lagging Lagging for soldier pile walls, with and without permanent ground anchors, may be comprised of timber, precast concrete, or steel. The expected service life of timber lagging is 20 years which is less than the 75 year service life of structures designed in accordance with AASHTO LRFD. The Geotechnical Engineer will specify when lagging shall be designed for an additional 250psf surcharge due to temporary construction load or traffic surcharge. The lateral pressure transferred from a moment slab shall be considered in the design of soldier pile walls and laggings.
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Temporary Timber Lagging Temporary lagging is based on a maximum 36 month service life before a permanent fascia is applied over the lagging. The wall Design Engineer shall review the Geotechnical Recommendations or consult with the Geotechnical Engineer regarding whether the lagging may be considered as temporary as defined in Section 6-16.3(6) of the Standard Specifications. Temporary timber lagging shall be designed by the contractor in accordance with Section 6-16.3(6)B of the Standard Specifications. Permanent Lagging Permanent lagging shall be designed for 100% of the lateral load that could occur during the life of the wall in accordance with AASHTO LRFD Sections 11.8.5.2 and 11.8.6 for simple spans without soil arching. A reduction factor to account for soil arching effects may be used if permitted by the Geotechnical Engineer. Timber lagging shall be designed in accordance with AASHTO LRFD Section 8.6. The size effect factor (CFb) should be considered 1.0, unless a specific size is shown in the wall plans. The wet service factor (CMb) should be considered 0.85 for a saturated condition at some point during the life of the lagging. The load applied to lagging should be applied at the critical depth. The design should include the option for the contractor to step the size of lagging over the height of tall walls, defined as walls over 15 feet in exposed faceheight. Timber lagging designed as a permanent structural element shall consist of treated Douglas Fir-Larch, grade No. 2 or better. Hem-fir wood species, due to the inadequate durability in wet condition, shall not be used for permanent timber lagging. Permanent lagging is intended to last the design life cycle (75 years) of the wall. Timber lagging does not have this life cycle capacity but can be used when both of the following are applicable: (1) The wall will be replaced within a 20 year period or a permanent fascia will be added to contain the lateral loads within that time period. And, (2) The lagging is visible for inspections during this life cycle.
5. Design of Fascia Panels Cast-in-place concrete fascia panels shall be designed as a permanent load carrying member in accordance with AASHTO LRFD Section 11.8.5.2. For walls without permanent ground anchors the minimum structural thickness of the fascia panels shall be 9inches. For walls with permanent ground anchors the minimum structural thickness of the fascia panels shall be 14 inches. Architectural treatment of concrete fascia panels shall be indicated in theplans. Concrete strength shall not be less than 4,000psi at 28 days. The wall is to extend 2 feet minimum below the finish ground line adjacent to the wall. When concrete fascia panels are placed on soldier piles, a generalized detail of lagging with strongback (see Appendix 8.1-A3-5) shall be shown in the plans. This information will assist the contractor in designing formwork that does not overstress the piles while concrete is beingplaced. Precast concrete fascia panels shall be designed to carry 100% of the load that could occur during the life of the wall. When timber lagging (including pressure treated lumber) is designed to be placed behind a precast element, conventional design practice is to assume that lagging will eventually fail and the load will be transferred to the precast panel. If another type of permanent lagging is used behind the precast fascia panel, then the design of the fascia panel will be controlled by internal and external forces other than lateral pressures from the soil (weight, temperature, Seismic, Wind, etc.). The connections for precast panels to soldier piles shall be designed for all applicable loads and the designer should consider rigidity, longevity (to resist cyclic loading, corrosion, etc.), and load transfer. See Section 5.1.1 of this manual for use of shotcrete in lieu of cast-in-place conventional concrete for soldier pile fascia panels.
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B. Scour The foundation for all walls constructed along rivers and streams shall be evaluated during design by the Hydraulics Engineer for scour in accordance with AASHTO LRFD Sec. 2.6.4.4.2. The wall foundation shall be located at least 2 feet below the scour depth in accordance with the WSDOT Geotechnical Design Manual M 46-03 Section15.4.5. C. Joints For cantilevered and gravity walls constructed without a traffic barrier attached to the top, joint spacing should be a maximum of 24 feet on centers. For cantilevered and gravity walls constructed with a traffic barrier attached to the top, joint spacing should be a maximum of 48 feet on centers or that determined for adequate distribution of the traffic collision loading. For counterfort walls, joint spacing should be a maximum of 32 feet on centers. For soldier pile and soldier pile tieback walls with concrete fascia panels, joint spacing should be 24 to 32feet on centers. For precast units, the length of the unit depends on the height and weight of each unit. Odd panels for all types of walls shall normally be made up at the ends of the walls. Every joint in the wall shall provide for expansion. For cast-in-place construction, a minimum of inch premolded filler should be specified in the joints. A compressible back-up strip of closed-cell foam polyethylene or butyl rubber with a sealant on the front face is used for precast concretewalls. No joints other than construction joints shall be used in footings except at bridge abutments and where substructure changes such as spread footing to pile footing occur. In these cases, the footing shall be interrupted by a inch premolded expansion joint through both the footing and the wall. The maximum spacing of construction joints in the footing shall be 120 feet. The footing construction joints should have a 6-inch minimum offset from the expansion joints in the wall.
D. Architectural Treatment The type of surface treatment for retaining walls is decided on a project specific basis. Consult the State Bridge and Structures Architect during preliminary plan preparation for approval of all retaining wall finishes, materials and configuration. The wall should blend in with its surroundings and complement other structures in the vicinity. E. Shaft Backfill for Soldier Pile Walls Specify controlled density fill (CDF, 145 pcf) for soldier pile shafts (full height) when shafts are anticipated to be excavated in the dry When under water concrete placement is anticipated for the soldier pile shafts, specify pumpable leanconcrete.
WSDOT Bridge Design Manual M 23-50.06 July 2011
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F. Detailing of Standard Reinforced Concrete Retaining Walls 1. In general, the H dimension shown in the retaining wall Plans should be in foot increments. Usethe actual design H reduced to the next lower even foot for dimensions up to 3 inches higher than the even foot. Examples: Actual height = 15-3, show H = 15 on design plans Actual height > 15-3, show H = 16 on design plans For walls that are not of a uniform height, H should be shown for each segment of the wall between expansion joints or at some other convenient location. On walls with a steep slope or vertical curve, it may be desirable to show 2 or 3 different H dimensions within a particular segment. The horizontal distance should be shown between changes in the H dimensions. The value for H shall be shown in a block in the center of the panel or segment. See Example, Figure 9.4.4-1.
2. Follow the example format shown in Figure 8.1.4-1. 3. Calculate approximate quantities using the Standard Plans. 4. Wall dimensions shall be determined by the designer using the StandardPlans. 5. Do not show any details given in the Standard Plans. 6. Specify in the Plans all deviations from the Standard Plans. 7. Do not detail reinforcing steel, unless it deviates from the Standard Plans. 8. For pile footings, use the example format with revised footing sizes, detail any additional steel, and show pile locations. Similar plan details are required for footings supported by shafts.
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Figure 8.1.4-1 Page 8.1-10 WSDOT Bridge Design Manual M 23-50.06 July 2011
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8.2.2Design
A. Box Culverts Box culverts are four-sided rigid frame structures and are either made from cast-inplace (CIP) reinforced concrete or precast concrete. In the past, standardized box culvert plan details were shown in the WSDOT Standard Plans, under the responsibility of the Hydraulics Branch. These former Standard Plans have been deleted and are no longer available. Now box culvert design is standardized under applicable AASHTO material specifications, and design plans are not required in the PS&E. Box culverts shall be in accordance with ASTM C1433. B. Precast Reinforced Concrete Three-Sided Structures Precast reinforced concrete three-sided structures are patented or trademarked rigid frame structures made from precast concrete. Some fabricators of these systems are: Utility Vault Company, Central Pre-Mix Prestress Company, and Bridge Tek, LLC. These systems require a CIP concrete or precast footing that must provide sufficientresistance to the horizontal reaction or thrust at the base of the vertical legs. The precast concrete fabricators are responsible for the structural design and the preparation of shop plans. Precast reinforced concrete three sided structures, constructed in accordance with the current WSDOT General Special Provisions (GSPs) for these structures, shall be designed under AASHTO LRFD Bridge Specifications. The fabricators of systems which have received WSDOT pre-approval are specified in the GSPs. The bridge designer reviewing the project will be responsible for reviewing the fabricators design calculations and details with consultation from the Construction Support Unit. Under the current GSP, precast reinforced concrete three sided structures are limited to spans of 26 feet or less. However, in special cases it may be necessary to allow longer spans, with the specific approval of the Bridge and Structures Office. Several manufacturers advertise spans over 40feet.
C. Detention Vaults Detention vaults are used for stormwater storage and are to be watertight. These structures can be open at the top like a swimming pool, or completely enclosed and buried below ground. Detention vaults shall be designed by the AASHTO LRFD Bridge Design Specification and the following: Seismic design effects shall satisfy the requirements of ACI 350.3-06 Seismic Design of Liquid-Containing Concrete Structures. Requirements for Joints and jointing shall satisfy the
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requirements of ACI 350-06. Two references for tank design are the PCA publications Rectangular Concrete Tanks, Revised 5th Edition (1998) and Design of Liquid-Containing Structures for Earthquake Forces (2002). The geotechnical field investigations and recommendations shall comply with the requirements given in 8.16 of the WSDOT Geotechnical Design Manual M 46-03. In addition to earth pressures, water tables, seismic design, and uplift, special consideration should be given to ensure differential settlement either does not occur or is included in the calculations for forces, crack control and waterstops. Buoyant forces from high ground water conditions should be investigated for permanent as well as construction load cases so the vault does not float. Controlling loading conditions may include: backfilling an empty vault, filling the vault with stormwater before it is backfilled, or seasonal maintenance that requires draining the vault when there is a high water table. In all Limit States, the buoyancy force (WA) load factor shall be taken as WA = 1.25 in AASHTO LRFD Table 3.4.1-1. In the Strength Limit State, the load factors that resist buoyancy (DC, DW, ES, Etc.) shall be their minimum values, per AASHTO LRFD Table 3.4.1-2 and the entire vault shall be considered empty. During the vault construction, the water table shall be taken as the seal vent elevation or the top of the vault, if open at the top. In this case the load factors that resist buoyancy shall be their minimum values, except where specified as a construction load, per AASHTO LRFD Section 3.4.2. In certain situations tie-downs may be required to resist buoyancy forces. The resisting force (Rn) and resistance factors () for tie-downs shall be provided by the Geotechnical Engineers. The buoyancy check shall be asfollows: For Buoyancy without tie-downs: (RRES / RUPLIFT) 1.0 For Buoyancy with tie-downs: (RRES / [RUPLIFT + Rn]) 1.0 Where: RRES = DC DC + DW DW + ES ES + i Qi RUPLIFT = WA WA
ACI 350-06 has stricter criteria for cover and spacing of joints than the AASHTO LRFD Specifications. Cover is not to be less than 2 inches (ACI 7.7.1), no metal or other material is to be within 1 inches from the formed surface, and the maximum bar spacing shall not exceed 12 inches (ACI 7.6.5). Crack control criteria is per AASHTO LRFD 5.7.3.4 with e = 0.5 (in order to maintain acrack width of 0.0085 inches, per the commentary of 5.7.3.4). Joints in the vaults top slab, bottom slab and walls shall allow dissipation of temperature and shrinkage stresses, thereby reducing cracking. The amount of temperature and shrinkage reinforcement is a function of reinforcing steel grade "and length between joints (ACI Table 7.12.2-1). All joints shall have a shear key and a continuous and integral PVC waterstop with a 4-inch minimum width. The purpose of the waterstop is to prevent water infiltration and exfiltration. Joints having welded shear connectors with grouted keyways shall use details from WSDOT Precast Prestressed Slab Details or approved equivalent, with weld ties spaced at 4-0 on center. Modifications to the above joints shall be justified with calculations. Calculations shall be provided for all grouted shear connections. The width of precast panels shall be increased to minimize the number of joints between precast units. For cast-in-place walls in contact with liquid that are over 10 in height, the minimum wall thickness is 12. This minimum thickness is generally good practice for all external walls, regardless of height, to allow for 2 inches of cover as well as space for concrete placement andvibration.
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After the forms are placed, the void left from the form ties shall be coned shaped, at least 1 inch in diameter and 1 inches deep, to allow proper patching. Detention vaults that need to be located within the prism supporting the roadway are required to meet the following maintenance criteria. A by-pass piping system is required. Each cell in the vault shall hold no more than 6,000 gallons of water to facilitate maintenance and cleanout operations. Baffles shall be water tight. Access hatches shall be spaced no more than 50 feet apart. There shall be an access near both the inlet and the outfall. These two accesses shall allow for visual inspection of the inlet and outfall elements, in such a manner that a person standing on the ladder, out of any standing water, will be in reach of any grab handles, grates or screens. All other access hatches shall be over sump areas. All access hatches shall be a minimum 30 inch in diameter, have ladders that extend to the vault floor, and shall be designed to resist HS-20 wheel loads with applicable impact factors as described below. Detention vaults that need to be located in the roadway shall be oriented so that the access hatches are located outside the traveled lanes. Lane closures are usually required next to each access hatch formaintenance and inspection, even when the hatches are in 12-0 wide shoulders. A 16 kip wheel load having the dynamic load allowance for deck joints, in AASHTO LRFD Table3.6.2.1-1, shall be applied at the top of access hatches and risers. The load path of this impact force shall be shown in the calculations. Minimum vault dimensions shall be 4-0 wide and 7-0 tall; inside dimensions. Original signed plans of all closed top detention vaults with access shall be forwarded to the Bridge Plans Engineer in the Bridge Project Unit (see Section 12.4.10.B of this manual). This ensures that the Bridge Preservation Office will have the necessary inventory information for inspection requirements. A set of plans must be submitted to both the WSDOT Hydraulics Office and the Regional WSDOT Maintenance Office for plans approval.
D. Metal Pipe Arches Soil ph should be investigated prior to selecting this type of structure. Metal Pipe arches are not generally recommended under high volume highways or under large fills. Pipe arch systems are similar to precast reinforced concrete three sided structures in that these are generally proprietary systems provided by several manufacturers, and that their design includes interaction with the surrounding soil. Pipe arch systems shall be designed in accordance with the AASHTO Standard Specifications for Highway Bridges, and applicable ACI design and ASTM material specifications.
E. Tunnels Tunnels are unique structures in that the surrounding ground material is the structural material that carries most of the ground load. Therefore, geology has even more importance in tunnel construction than with above ground bridge structures. In short, geotechnical site investigation is the most important process in planning, design and construction of a tunnel. These structures are designed in accordance with the AASHTO LRFD Bridge Design Specifications. Tunnels are not a conventional structure, and estimation of costs is more variable as size and length increase. Ventilation, safety access, fire suppression facilities, warning signs, lighting, emergency egress, drainage, operation and maintenance are extremely critical issues associated with the design oftunnels and will require the expertise of geologists, tunnel experts and mechanical engineers. For motor vehicle fire protection, a standard has been produced by the National Fire Protection Association. This document, NFPA 502 Standard for Road Tunnels, Bridges, and Other Limited Access Highways, uses tunnel length to dictate minimum fire protection requirements: 300 feet or less: no fire protection requirements 300 to 800 feet: minor fire protection requirements 800 feet or more: major fire protection requirements
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Some recent WSDOT tunnel projects are: I-90 Mt. Baker Ridge Tunnel Bore Contract: 3105 Bridge No: 90/24N This 1500 foot long tunnel is part of the major improvement of Interstate 90. Work was started in1983 and completed in 1988. The net interior diameter of the bored portion, which is sized forvehicular traffic on two levels with a bike/pedestrian corridor on the third level, is 63.5 feet. The project is the worlds largest diameter tunnel in soft ground, which is predominantly stiff clay. Construction by a stacked-drift method resulted in minimal distortion of the liner and insignificant disturbance at the ground surface above. Jct I-5 SR 526 E-N Tunnel Ramp Contract: 4372 Bridge No: 526/22E-N This 465 foot long tunnel, an example of the cut and cover method, was constructed in 1995. Theinterior dimensions were sized for a 25 foot wide one lane ramp roadway with a vertical height of 18 feet. The tunnel was constructed in three stages. 3 and 4 foot diameter shafts for the walls were placed first, a 2 foot thick cast-in-place top slab was placed second and then the tunnelwas excavated, lined and finished. I-5 Sleater-Kinney Bike/Ped. Tunnel Contract: 6031 Bridge No: 5/335P This 122 foot long bike and pedestrian tunnel was constructed in 2002 to link an existing path along I-5 under busy Sleater-Kinney Road. The project consisted of precast prestressed slab unitsand soldier pile walls. Construction was staged to minimize traffic disruptions.
8.2.3References
1. AASHTO LRFD Bridge Design Specifications, 5th Edition, American Association of State Highway and Transportation Officials, Washington, D.C. 2. AASHTO Standard Specifications for Highway Bridges, 17th Ed., 2002 3. WSDOT Standard Specifications for Highway Bridges and Municipal Construction, Olympia, Washington 98501. 4. ACI 350/350R-06 Code Requirements for Environmental Engineering Concrete Structures, ACI,2006. 5. Munshi, Javeed A. Rectangular Concrete Tanks, Rev. 5th Ed., PCA, 1998. 6. Miller, C. A. and Constantino, C. J. Seismic Induced Earth Pressure in Buried Vaults, PVP-Vol.271, Natural Hazard Phenomena and Mitigation, ASME, 1994, pp. 3-11. 7. Munshi, J. A. Design of Liquid-Containing Concrete Structures for Earthquake Forces, PCA,2002. 8. NFPA 502, Standard for Road Tunnels, Bridges, and Other Limited Access Highways.
Page 8.2-4
Wall Types Design shall be based on current editions, including current interims, of the following documents; AASHTO Standard Specifications for Highway Bridges - 17th Edition for projects initiated prior to October1,2010. AASHTO LRFD Bridge Design Specifications for projects initiated after October 1, 2010, WSDOT Geotechnical Design Manual (GDM) and WSDOT Bridge Design Manual (BDM). AASHTO LRFD Bridge Design Specifications 1000 year map design acceleration. Moment slab barrier shall be designed in accordance with the WSDOT BDM and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load, unless otherwise specified in the Contract Plans or Contract Special Provisions. Design shall be based on current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT GDM and WSDOT BDM. AASHTO LRFD Bridge Design Specifications 1000 year map design acceleration. Moment slab barrier shall be designed in accordance with the WSDOT BDM and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load, unless otherwise specified in the Contract Plans or Contract Special Provisions. Design shall be based on current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT GDM and WSDOT BDM. AASHTO LRFD Bridge Design Specifications 1000 year Seismic Acceleration map. For Standard Plan Geosynthetic walls use Standard Plan D-3b (D-3.15) or D-3c (D-3.16) barriers. Special design barriers to be constructed on Standard Plan or Non-Standard Geosynthetic Walls shall be designed in accordance with the WSDOT Bridge Design Manual and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering aminimum TL-4 impact load. Current Standard Plan walls are designed in accordance with AASHTO LRFD Bridge Design Specifications 4th Edition 2007 and interims through 2008 and the WSDOT Geotechnical Design Manual Nov. 2008. Non-standard reinforced concrete cantilever walls shall be designed in accordance with the current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT Geotechnical Design Manual and WSDOT Bridge Design Manual. AASHTO LRFD Bridge Design specifications 1000 year map design acceleration. WSDOT Bridge Design Manual and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load. Ft is distributed over Lt at the top of barrier. Load from top of barrier is distributed at a 45 degree angle into the wall. Current Standard Plan walls are designed for TL-4 impact loading distributed over 48 ft at the base of wall
Design Specifications
General
Seismic
Appendix 8.1-A1
Traffic Barrier
General
Seismic
Traffic Barrier
General
Seismic
Traffic Barrier
General
Seismic
Traffic Barrier
Page 8.1-A1-1
Wall Types Soldier Pile Walls With & Without TieBacks General Seismic Traffic Barrier General Seismic Traffic Barrier General Seismic Traffic Barrier General
Design Specifications Design shall be based on current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT GDM and WSDOT BDM. AASHTO LRFD Bridge Design Specifications 1000 year map design acceleration. AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load. Ft is distributed over Lt at the top of barrier. Load from top of barrier is distributed downward into the wall spreading at a 45 degree angle. AASHTO Guide Specifications for Structural Design of Sound Barriers 1989 & Interims. AASHTO Guide Specifications for Structural Design of Sound Barriers 1989 & Interims. AASHTO Guide Specifications for Structural Design of Sound Barriers 1989 & Interims. Design shall be based on current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT GDM and WSDOT BDM. AASHTO LRFD Bridge Design specifications 1000 year map design acceleration. WSDOT Bridge Design Manual and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load. All soil nail walls and their components shall be designed using thepublication Geotechnical Engineering Circular No. 7 FHWA-IF-03-017. The Geotechnical Engineer completes the internal design of the soil nail wall and provides recommendations for nail layout. The structural designer will layout the nail pattern. The geotechnical engineer will review the nail layout to insure compliance with the Geotechnical recommendations. Thestructural designer shall design the temporary shotcrete facing as well as the permanent structural facing, including the bearing plates, and shear studs. The upper cantilever of the facing that is located above the top row of nails shall be designed in accordance with current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT GDM and WSDOT BDM. AASHTO LRFD Bridge Design Specifications 1000 year map design acceleration. Moment slab barrier shall be designed in accordance with the WSDOT Bridge Design Manual and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load Design shall be based on current editions, including current interims, of the following documents; AASHTO LRFD Bridge Design Specifications, WSDOT GDM and WSDOT BDM. AASHTO LRFD Bridge Design specifications 1000 year map design acceleration. WSDOT Bridge Design Manual and the AASHTO LRFD Bridge Design Specifications section A13.3 for Concrete Railings considering a minimum TL-4 impact load.
Seismic Traffic Barrier Non Standard Non Proprietary Walls Gravity Blocks, Gabion Walls General Seismic Traffic Barrier
Chapter 8
JCT. BOX (TYP.) FRACTURED FIN FINISH AND PIGMENTED SEALER 45'-0" HIGH BARRIER MOUNTED LUMINAIRE (TYP.)
EL. 20.14
EL. 19.50
EL. 11.5
DEVELOPED ELEVATION
M:\STANDARDS\Walls\MSE ELEV.MAN
8.1-A2-1
SEW BARRIER TO MATCH BARRIER ON BRIDGE. REINFORCEMENT IN SEW BARRIER TO BE DESIGNED BY MANUFACTURER.
DESIGN HEIGHT, H
M:\STANDARDS\Walls\MSE SECTION.MAN
8.1-A2-2
TOTAL WALL LENGTH = 562'-10" CONC. FASCIA PANEL SPACING 26'-8" 24'-0"
A.P. SR522 650+74 (82' RT.) RW4 0+65.80 EL. 154.59
28'-8"
33'-5"
BEGIN RETAINING WALL #4 SR522 650+11 (63' RT.) RW4 0+00 EL. 148.84
EL. 141.8 EL. 138.5 EL. 133.1 EL. 130.5 EL. 127.9 EL. 124.8
END OF RETAINING WALL #4 SR522 656+02 (91.20' RT.) RW4 5+62.89 EL. 123.30
EL. 121.3
9" WEEP HOLE SPACING SOLDIER PILE SPACING 5'-0" 1 SOLDER PILE NUMBER 2 SOLDIER PILES W/O P.G.A. WEEP HOLE @ 12'-0" MAX. 10 SPA. @ 6'-0" = 60'-0" 12 47 48 SOLDIER PILES WITH P.G.A. 83 84 91 SOLDIER PILES W/O P.G.A. 35 SPA. @ 6'-0" = 210'-0" 4'-8" 38 SPA. @ 6'-0" = 228'-0" 6'-0" 7 SPA. @ 6'-0"=42'-0"
1'-5"
5'-0" 92
GENERAL NOTES
(FOR SOLDIER PILES WITH P.G.A.) 1. ALL MATERIAL AND WORKMANSHIP SHALL BE IN ACCORDANCE WITH THE REQUIREMENTS OF THE WASHINGTON STATE DEPARTMENT OF TRANSPORTATION STANDARD SPECIFICATIONS FOR ROAD, BRIDGE AND MUNICIPAL CONSTRUCTION-ENGLISH, DATED 2010, AND AMENDMENTS. 2. THIS STRUCTURE HAS BEEN DESIGNED IN ACCORDANCE WITH THE REQUIREMENTS OF THE AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS - 4TH EDITION - 2007 WITH INTERIMS THRU 2009. 3. W SECTION STEEL SOLDIER PILES SHALL CONFORM TO ASTM A992. HP SECTION STEEL SOLDIER PILES SHALL CONFORM TO ASTM A572. SOLDIER PILES SHALL BE PAINTED TO THE LIMITS SHOWN IN THE PLANS IN ACCORDANCE WITH SECTION 6-16.3(4). 4. PLATES FOR THE SOLDIER PILE ASSEMBLY STIFFENER SHALL CONFORM TO ASSTM A572 GR. 50. THE 8" EXTRA STRONG PIPE SHALL CONFORM TO THE REQUIREMENTS OF ASTM A53 GR. B. 5. ALL WELDING SHALL BE DONE TO MINIMIZE DISTORTION. THE WELDING SEQUENCES AND PROCEDURES TO BE USED SHALL BE SUBMITTED TO THE ENGINEER FOR APPROVAL PRIOR TO THE START OF WELDING. 6. UNLESS OTHERWISE SHOWN IN THE PLANS, THE CONCRETE COVER MEASURED FROM THE FACE OF THE CONCRETE TO THE FACE OF ANY REINFORCING STEEL SHALL BE 1". 7. ALL DIMENSIONS ARE HORIZONTAL AND VERTICAL UNLESS OTHERWISE SHOWN. 8. EXISTING GROUND LINE IS APPROXIMATE AND SHALL BE VERIFIED BY THE CONTRACTOR IN THE FIELD. 9. PERMANENT GROUND ANCHOR LOCK OFF LOAD = 60 PERCENT OF FACTORED DESIGN LOAD. M:\STANDARDS\Walls\SOLDIER TIEBACK ELEV.MAN
GENERAL NOTES
(FOR SOLDIER PILES WITHOUT P.G.A.) 1. ALL MATERIAL AND WORKMANSHIP SHALL BE IN ACCORDANCE WITH THE REQUIREMENTS OF THE WASHINGTON STATE DEPARTMENT OF TRANSPORTATION STANDARD SPECIFICATIONS FOR ROAD, BRIDGE AND MUNICIPAL CONSTRUCTION-ENGLISH, DATED 2010, AND AMENDMENTS. 2. THIS STRUCTURE HAS BEEN DESIGNED IN ACCORDANCE WITH THE REQUIREMENTS OF THE AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS - 4TH EDITION - 2007 WITH INTERIMS THRU 2009. 3. W SECTION STEEL SOLDIER PILES SHALL CONFORM TO ASTM A992. HP SECTION STEEL SOLDIER PILES SHALL CONFORM TO ASTM A572. SOLDIER PILES SHALL BE PAINTED TO THE LIMITS SHOWN IN THE PLANS IN ACCORDANCE WITH SECTION 6-16.3(4). 4. UNLESS OTHERWISE SHOWN IN THE PLANS, THE CONCRETE COVER MEASURED FROM THE FACE OF THE CONCRETE TO THE FACE OF ANY REINFORCING STEEL SHALL BE 1". 5. ALL DIMENSIONS ARE HORIZONTAL AND VERTICAL UNLESS OTHERWISE SHOWN. 6. EXISTING GROUND LINE IS APPROXIMATE AND SHALL BE VERIFIED BY THE CONTRACTOR IN THE FIELD.
8.1-A3-1
LAGGING 2" MIN. BEARING LENGTH SHIM AS NECESSARY FOR FULL BEARING. LIMITS OF PIGMENTED SEALER 3" MIN. CLR. COVER TO SOLDIER PILE (TYP.)
SLOPE VARIES
WORK LINE 1'-2" MIN. FOR WALLS WITH P.G.A. 9" MIN FOR WALLS WITHOUT P.G.A.
2'-0" BACKFILL VOIDS BEHIND LAGGING WITH A FREE DRAINING MATERIAL AS APPROVED BY THE ENGINEER. W SECTION OR HP SECTION (TYP.)
1'-0"
3"
5'-0" (TYP.)
15(TYP.)
P.) . (TY " MIN 15'-0
4'-0" WIDE STRIP OF PREFABRICATED DRAINAGE MAT (TYP.) CENTERED BETWEEN SOLDIER PILE FLANGES. FRACTURED FIN FINISH WITH PIGMENTED SEALER " x 6" WELDED SHEAR STUDS AT 1'-0" (TYP.)
VARIES
2" HOLE
3"
LAGGING (TYP.) ' 2 HP/3 (5' MIN.) FOR DIAMETER OF SOLDIER PILE SHAFT, SEE BR. SHT.
2'-0" BELOW FINAL GROUND LINE
45 +
3:1 SLO PE
1'-0"
3" MIN. CLR. COVER TO SOLDIER PILE (TYP.) BACKFILL VOIDS BEHIND LAGGING WITH A FREE DRAINING MATERIAL AS APPROVED BY THE ENGINEER. W SECTION OR HP SECTION (TYP.)
3" CLR.
4'-0" WIDE STRIP OF PREFABRICATED DRAINAGE MAT (TYP.) CENTERED BETWEEN SOLDIER PILE FLANGES.
PILE
TYPICAL SECTION
Note to Designer:
For walls with P.G.A. use a section size with a flange width bigger than or equal to HP12x53 or W12x65 SHOWN FOR SOLDIER PILE WITH P.G.A. SIMILAR FOR SOLDIER PILE WITHOUT P.G.A. P.G.A.= PERMANENT GROUND ANCHOR LAGGING SYSTEM SHALL BE DESIGNED BY THE CONTRACTOR AND SUBMITTED TO THE ENGINEER FOR APPROVAL IN ACCORDANCE WITH THE STANDARD SPECIFICATION SECTION 6-16.3(6).
* USE CONTROLLED DENSITY FILL WHEN PLACED IN THE DRY. USE PUMPABLE LEAN CONCRETE WHEN PLACED IN THE WET. REMAINING PORTION OF SOLDIER PILE SHAFT 8" XS PIPE (TYP.)
8.1-A3-2
TIMBER LAGGING 2" MIN. BEARING LENGTH. SHIM AS NECESSARY FOR FULL BEARING. SLOPE VARIES WORK LINE 1'-2" MIN. FOR WALLS WITH P.G.A. 9" MIN FOR WALLS WITHOUT P.G.A. CEMENT CONCRETE GUTTER SEE BR. SHT.
3"
3"
2" HOLE
2'-0"
1'-0"
BACKFILL VOIDS BEHIND LAGGING WITH A FREE DRAINING MATERIAL AS APPROVED BY THE ENGINEER.
5'-0" (TYP.)
3'-0"
W.P. 15(TYP.)
. " MIN .) (TYP
4'-0" WIDE STRIP OF PREFABRICATED DRAINAGE MAT (TYP.) CENTERED BETWEEN SOLDIER PILE FLANGES. FRACTURED FIN FINISH WITH PIGMENTED SEALER
VARIES
HP
CONCRETE FASCIA PANELS TIMBER LAGGING (TYP.) SEE TABLE THIS SHEET ' 2
2'-0" BELOW FINAL GROUND LINE
45 +
DEPTH (FT) 0 - 9 9 - 18 18 - 30
3:1
SLO
PE
1'-0"
3" CLR.
3" MIN. CLR. COVER TO SOLDIER PILE (TYP.) BACKFILL VOIDS BEHIND LAGGING WITH A FREE DRAINING MATERIAL AS APPROVED BY THE ENGINEER. W SECTION OR HP SECTION (TYP.)
WHERE NECESSARY CHIP OUT SHAFT BACKFILL TO PLACE LAGGING. 4'-0" WIDE STRIP OF PREFABRICATED DRAINAGE MAT (TYP.) CENTERED BETWEEN SOLDIER PILE FLANGES.
Notes to Designer:
Depths and sizes shown are for example only. Fill in the table according to the earth pressure diagram and recommendations from the Geotechnical Services Branch, based on LRFD timber design for permanent lagging. Determine, if possible, the length of time that the wall lagging will be used as the primary structural member in the transverse direction before a permanent wall fascia is applied. For walls with P.G.A. use a section size with a flange width bigger than or equal to HP12x53 or W12x65. For walls without concrete fascia panels: 1. Hem-fir timber lagging shall not be used. 2. Douglas fir-larch, grade no. 2 or better, treated in accordance with section 9-09.3(1), shall be used and shall be specified in the plan sheets and Special Provisions. M:\STANDARDS\Walls\SOLDIER TIEBACK DETAILS B.MAN
SHOWN FOR SOLDIER PILE WITH P.G.A. SIMILAR FOR SOLDIER PILE WITHOUT P.G.A. P.G.A.= PERMANENT GROUND ANCHOR
PILE
TYPICAL SECTION
* USE CONTROL DENSITY FILL WHEN PLACED IN THE DRY. USE PUMPABLE LEAN CONCRETE WHEN PLACED IN THE WET.
8.1-A3-3
A
WEB & 8" XS PIPE 8" XS PIPE TYP. 1'-2" " x 6" WELDED SHEAR STUDS @ 1'-0" ON CTR. BEARING PLATE 1 x 12 x 1'-6 P.G.A. ANCHOR HEAD ASSEMBLY SEE NOTES TO DESIGNER
1 x 12 x 1'-6 TYP.
1 x 12 x 1'-6
VIEW
Notes to Designer:
1. Plates must be checked for size and welds. Plates are used to replace flange steel removed for pipe installation.
7"
2. Weld must be checked along web to pipe and plate to flange. welds must be capable of tranferring PGA loads and flexural loads. 3. For walls with P.G.A. use a section size with a flange width bigger than or equal to HP12x53 or W12x65. " T
BEARING PLATE
BEARING PLATE SHALL BE DESIGNED BY THE CONTRACTOR AND SUBMITTED TO THE ENGINEER FOR APPROVAL IN ACCORDANCE WITH THE STANDARD SPECIFICATION SECTION 6-17.3(5).
SECTION
D2
D1
8.1-A3-4
SEE BRIDGE SHEET FOR PROFILE OF TOP OF WALL SOLDIER PILE SEE EXPANSION JOINT DETAIL (TYP.) 2"
FOR PANEL WIDTH SEE BRIDGE SHEET 1 #4 & 3 #4 SPA. @ 1'-6" MAX. WITH MIN. SPLICE OF 2'-0"
2"
2"
TIMBER LAGGING
FOR INFORMATION NOT SHOWN OR NOTED. SEE BRIDGE SHEETS & FINISH GROUNDLINE AT FACE OF CONCRETE FASCIA PANEL
PVC CONNECTOR DRAIN PIPE PREFABRICATED DRAIN GRATE SEAL CUT-IN JOINT WITH DUCT TAPE DRAIN GRATE "
SOLDIER PILE SHAFT (TYP.) SEE BR. SHT. FOR DIAMETER 2 #4 SPA. @ 1'-0" MAX. 1'-2" MIN. FOR WALLS WITH P.G.A. 9" MIN. FOR WALLS WITHOUT P.G.A. SLOPE TO DRAIN FRACTURED FIN FINISH WITH PIGMENTED SEALER
2"
ISOMETRIC VIEW
SECTIONAL VIEW
2"CLR.
3 #4 1 #4
6" MIN.
SEE DETAIL
LAGGING
FOR INFORMATION NOT SHOWN OR NOTED, SEE TYPICAL SECTION ON BRIDGE SHEET .
3" MIN.
DETAIL
LAGGING
1'-8"
R
SOLDIER PILE
STRONGBACK(S) (TYP.) R = 4" (TYP.) CEMENT CONCRETE GUTTER FASCIA PANEL FORMWORK
4"
= 8"
UNDERDRAIN PIPE
2"
GUTTER
SECTION
DETAIL
8.1-A3-5
1 2 ELEV. 341.5 3 ELEV. 338.5 1'-6" MIN. BOTTOM OF WALL FINAL GROUND LINE AT FRONT FACE OF BARRIER EXIST. GROUND LINE AT BACK FACE OF WALL 1'-6" MIN.
ELEV. 342.0
ELEV. 337.5
ELEVATION
RW6 STA. 15+63.0 ELEV. 345.5
MATCH LINE RW6 STA. 15+60.0
TOP OF WALL
ELEV. 345.5
1'-6" MIN. FINAL GROUND LINE AT FRONT FACE OF BARRIER ELEV. 340.75
ELEVATION
EL. 345.5 TOP OF WALL
2'-0" MIN. PREFABRICATED DRAINAGE MAT CENTERED BTWN. SOIL NAILS (TYP.)
ELEV. 336.0 EXIST. GROUND LINE AT BACK FACE OF WALL RW6 STA. 18+38 EL. 346.7
EL. 345.5
1'-6" MIN.
1 EL. 345.5 2 EL. 340.75 3 EL. 336.0 EL. 334.5 1'-6" MIN. EL. 335.5 EL. 335.1 EL. 340.5 EL. 337.9 EL. 342.3
1 2
EL. 342.3
BOTTOM OF WALL
EL. 333.5
ELEVATION
8.1-A4-1
WORKING LINE
6"
4"
TH
9"
1'-8"
2'-0" (TYP.)
CENTRALIZERS AS REQUIRED TL = TEST LOAD = (BOND LENGTH) X (DESIGN LOAD TRANSFER) CONSTR. JT. W/ ROUGHENED SURFACE (TYP.) PREFABRICATED DRAINAGE MAT
2"
FIRST ROW
THIS PORTION OF HOLE TO REMAIN OPEN DURING TEST. FILL WITH GROUT AFTER COMPLETION.
=
4"
8"
SEE DETAIL
BACK OF WALL
"
SEE DETAIL
2'-0" MIN.
4'-0"
4'-0"
4'-0"
FACE OF WALL
SEE DETAIL
1'-0" MIN.
2%
PREFABRICATED DRAINAGE MAT SEE WEEP HOLE DRAIN DETAILS THIS SHEET
ISOMETRIC VIEW
DETAIL
SECTIONAL VIEW
DETAIL
TYPICAL FABRIC DRAIN CONNECTION TO UNDERDRAIN PIPE
DRAIN GRATE INSTALLATION SHALL NOT DISRUPT PREFABRICATED DRAINAGE MAT M:\STANDARDS\Walls\SOIL NAIL TYP SECT.MAN
8.1-A4-2
A
" CHAMFER (TYP.) #4
VERT. SURFACE
C.I.P. WALL
"
1"
POLYETHYLENE BOND BREAKER STRIP #4 (TYP.) JOINT SEALANT WITH TOOLED SURFACE "
6" C.I.P.
4" SHOTCRETE
#6
NOTE: EXPANSION JOINTS TO BE LOCATED AT A MAXIMUM SPACING OF 24'-0" C. TO C., CENTERED BETWEEN NAILS, EXCEPT IF THE JOINT IS WITHIN 1'-6" OF A STEP AT THE TOP OF WALL, THE JOINT IS TO BE LOCATED AT THAT STEP.
#6 #4 FF (TYP.) BAR LENGTH =2'-0" WWF 4 x 4 W 4.0 x W4.0 1'-3" MIN. SPLICE 1"
DETAIL
6" 4"
B
2" CLR. 2 #4 (TYP.)
SEE DETAIL
#6
ANCHOR 1 x 9 x 9 SEE "ANCHOR PLATE DETAILS" THIS SHEET BEVELED WASHER 4" x 4" x 1" THICK AT
6"
2'-0" (TYP.)
2 ~ #4
6"
#4
6"
15
1"
#4
NAIL
SOIL NAIL
#6
6"
#6
DETAIL
2 ~ #4 1'-0" #4 6" #6 - 4 SPA. @ 1'-0" = 4'-0" TYP. BTWN. ANCHOR 5'-0" TYP. WALL LAYOUT NAIL 6"
SOIL NAIL
C
8" 4" 4"
"
3"
1"
1"
4"
2"
8"
2'-6"
1"
VIEW
MIN. 6" HOLES (TYP.)
2"
4"
TYPICAL SECTION
M:\STANDARDS\Walls\SOIL NAIL FASCIA.MAN
VIEW
8.1-A4-3
5'-2"
8'-0"
2'-10"
2" CONDUITS TOP OF ROADWAY BARRIER REINFORCEMENT, SEE TRAFFIC BARRIER SHEETS FOR DETAILS.
GIR.
1"
8.1-A5-1
200'-0" MAX. INT. POSTS AT 8'-0" MAX. SPA. STD. PIPE CAP (TYP.) INTERMEDIATE POST 2'-3"
INTERMEDIATE BRACE
2'-3"
2'-3"
1'-4"
" JAW & JAW END OPEN BODY TURNBUCKLE WITH A MIN. BREAKING STRENGTH OF 26 KIP (TYP.) " I.W.R.C. WIRE ROPE, WITH A MIN. BREAKING STRENGTH OF 26 KIP (TYP.) " (TYP.)
1'-4"
CLOSED SPELTER SOCKET (TYP.) SEE DETAIL B TOP OF WALL, SEE OTHER SHEETS FOR PLAN & ELEVATION
6" R=
" STD. PIPE, BEVEL EDGES OF INSIDE DIA. TO PREVENT CHAFING. PLACE THRU CENTER OF POST. (TYP.)
END OF WALL OR EXP. JT. 6" (TYP.) NOTE: ALL POSTS TO BE INSTALLED VERTICAL. * ANGLES VARY (45 APPROX.) WITH THE SLOPE OF THE TOP OF WALL. 6" MIN.
EXPANSION JOINT
4" 1"
1"
R=1"
D
8" MIN. EMBEDMENT FOR " RESIN BONDED ANCHOR.
1" MIN.
NOTES:
1. ALL PIPE SHALL BE STEEL PIPE ASTM A53 GRADE B. 2. ALL STEEL PLATE SHALL BE ASTM A 36.
5" R=1"
1" 6"
2"
DETAIL A
3. ALL PARTS EXCEPT WIRE ROPE SHALL BE HOT DIP GALVANIZED IN ACCORDANCE WITH AASHTO M111 OR M232 AFTER FABRICATION. 4. SPELTER SOCKETS AND SOCKETING PROCEDURE SHALL BE AS PER ROPE MANUFACTURER. 5. WIRE ROPE SHALL BE INSTALLED TO 0.4 KIP TENSION LEAVING 6" OF TAKE UP AVAILABLE IN THE TURNBUCKLE.
TYP.
4"
4"
6. EACH CONTINUOUS LENGTH OF CABLE SHALL HAVE A TURNBUCKLE AT ONE END ONLY AND BE ANCHORED TO END POST WITH BRACE AT BOTH ENDS.
DETAIL
VIEW
SECTION
7. CENTER SUPPORT NOT TO BE INSTALLED ACROSS EXPANSION JOINT. 8. ALL POSTS TO BE INSTALLED VERTICAL.
M:\STANDARDS\Walls\CABLE RAIL.MAN
8.1-A6-1
Contents
Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-1 9.1.1 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-1 9.1.2 General Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-3 9.1.3 Small Movement Range Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-4 9.1.4 Medium Movement Range Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-10 9.1.5 Large Movement Range Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-13 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.1 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.2 Force Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.3 Movement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.4 Detailing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.5 Bearing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.6 Miscellaneous Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.7 Contract Drawing Representation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.8 Shop Drawing Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.9 Bearing Replacement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-1 9.2-1 9.2-1 9.2-1 9.2-2 9.2-2 9.2-7 9.2-8 9.2-8 9.2-8
9.2
Expansion Joint Details Compression Seal . . . . . . . . . . . . . . . . . . . . . 9.1-A1-1 Expansion Joint Details Strip Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-A2-1 Silicone Seal Expansion Joint Details . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-A3-1
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Chapter 9
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Chapter 9
9.1 Expansion Joints
9.1.1 General Considerations
All bridges must accommodate, in some manner, environmentally and self-imposed phenomena that tend to make structures move in various ways. These movements come from several primary sources: thermal variations, concrete shrinkage, creep effects from prestressing, and elastic post-tensioning shortening. With the exception of elastic post-tensioning shortening, which generally occurs before expansion devices are installed, movements from these primary phenomena are explicitly calculated for expansion joint selection and design. Other movement inducing phenomena include live loading (vertical and horizontal braking), wind, seismic events, and foundation settlement. Movements associated with these phenomena are generally either not calculated or not included in total movement calculations for purposes of determining expansion joint movement capacity. With respect to seismic movements, it is assumed that some expansion joint damage may occur, that this damage is tolerable, and that it will be subsequently repaired. In cases where seismic isolation bearings are used, the expansion joints must accommodate seismic movements in order to allow the isolation bearings to functionproperly. Expansion joints must accommodate cyclic and long-term structure movements in such a way as to minimize imposition of secondary stresses in the structure. Expansion joint devices must prevent water, salt, and debris infiltration to substructure elements below. Additionally, an expansion joint device must provide a relatively smooth riding surface over a long service life. Expansion joint devices are highly susceptible to vehicular impact that results as a consequence of their inherent discontinuity. Additionally, expansion joints have often been relegated a lower level of importance by both designers and contractors. Many of the maintenance problems associated with inservice bridges relate to expansion joints. One solution to potential maintenance problems associated with expansion joints is to use construction procedures that eliminate the joints from the bridge deck. The two most commonly used methods are called integral and semi-integral construction. These two terms are sometimes collectively referred toasjointless bridge construction. In integral construction, concrete end diaphragms are cast monolithically with both the bridge deck and supporting pile substructure. In order to minimize secondary stresses induced in the superstructure, steel piles are generally used in their weak axis orientation relative to the direction of bridge movement. In semi-integral construction, concrete end diaphragms are cast monolithically with the bridge deck. Supporting girders rest on elastomeric bearings within an L-type abutment. Longer semi-integral bridges generally have reinforced concrete approach slabs at their ends. Approach slab anchors, in conjunction with a compression seal device, connect the monolithic end diaphragm to the approach slab. Longitudinal movements are accommodated by diaphragm movement relative to the approach slab, but at the same time resisted by soil passive pressure against theenddiaphragm. Obviously, bridges cannot be built incrementally longer without eventually requiring expansion joint devices. The incidence of approach pavement distress problems increases markedly with increased movement that must be accommodated by the end diaphragm pressing against the backfill. Approach pavement distress includes pavement and backfill settlement and broken approach slab anchors. Washington State Department of Transportation (WSDOT) has implemented jointless bridge design byusing semi-integral construction. Office policy for concrete and steel bridge design is as follows:
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A. Concrete Bridges Semi-integral design is used for prestressed concrete girder bridges under 450feet long and for post-tensioned spliced concrete girder and cast-in-place post-tensioned concrete box girder bridges under 400 feet long. Use L-type abutments with expansion joints at the bridge ends where bridge length exceeds these values. In situations where bridge skew angles exceed 30degrees, consult the Bearing and Expansion Joint Specialist and the Bridge Design Engineer for recommendations and approval. B. Steel Bridges Use L-type abutments with expansion joints at the ends for multiple-span bridges. Semi-integral construction may be used in lieu of expansion joints for single span bridges under300feet with the approval of the Bridge Design Engineer. In situations where the bridge skew exceeds 30 degrees, consult the Bearing and Expansion Joint Specialist and the Bridge Design Engineer for recommendations and approval. In all instances, the use of intermediate expansion joints should be avoided wherever possible. Thefollowing table provides guidance regarding maximum bridge superstructure length beyond which the use of either intermediate expansion joints or modular expansion joints at the ends isrequired.
Superstructure Type Prestressed Girder* P.T. Spliced Girder** C.I.P. - P.T. box girder Plate Girder Box girder
*
Maximum Length (Western WA) Semi-Integral 450 ft. 400 ft. 400 ft. 300 ft. L-Abutment 900 ft. 700 ft.*** 700 ft. *** Steel Superstructure 1,000 ft. Concrete Superstructure
Maximum Length (Eastern WA) Semi-Integral 450 ft. 400 ft. 400 ft. 300 ft. L-Abutment 900 ft. 700 ft.*** 700 ft.*** 800 ft.
Based upon 0.16 in. creep shortening per 100 ft. of superstructure length and 0.12 in. shrinkage shortening per 100 ft. of superstructure length ** Based upon 0.31 in. creep shortening per 100 ft. of superstructure length and 0.19 in. shrinkage shortening per 100 ft. of superstructure length *** Can be increased to 800 ft. if the joint opening at 64 F at time of construction is specified in the expansion joint table to be less than the minimum installation width of 1 in. This condition is acceptable if the gland is already installed when steel shapes are placed in the blockout. Otherwise (for example, staged construction) the gland would need to be installed at temperature less than 45 F.
Because the movement restriction imposed by a bearing must be compatible with the movements allowed by the adjacent expansion joint, expansion joints and bearings must be designed interdependently and in conjunction with the anticipated behavior of the overall structure. A plethora of manufactured devices exists to accommodate a wide range of expansion joint total movements. Expansion joints can be broadly classified into three categories based upon their total movement range as follows: Small Movement Joints Medium Movement Joints Large Movement Joints Total Movement Range < 1 in. 1 in. < Total Movement Range < 5 in. Total Movement Range > 5 in.
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Tributary length of the structure subject to shrinkage Ultimate shrinkage strain after expansion joint installation; estimated as 0.0002 in lieu of more refined calculations Restraint factor accounting for the restraining effect imposed by superstructure elements installed before the concrete slab is cast 0.0 for steel girders, 0.5 for precast prestressed concrete girders, 0.8for concrete box girders and T-beams, 1.0 for concrete flat slabs
B. Thermal Effects Bridges are subject to all modes of heat transfer: radiation, convection, and conduction. Each mode affects the thermal gradients generated in a bridge superstructure differently. Climatic influences vary geographically resulting in different seasonal and diurnal average temperature variations. Additionally, different types of construction have different thermal inertia properties. For example, a massive concrete box girder bridge will be much slower to respond to an imposed thermal stimulus, particularly a diurnal variation, than would a steel plate girder bridge composed of many relatively thin steel elements. Variation in the superstructure average temperature produces elongation or shortening. Therefore, thermal movement range is calculated using the maximum and minimum anticipated bridge superstructure average temperatures anticipated during the structures lifetime. The considerations in the preceding paragraph have led to the following maximum and minimum anticipated bridge superstructure average temperature guidelines for design in Washington State: Concrete Bridges: Steel Bridges (eastern Washington) Steel Bridges (western Washington) 0F to 100F -30F to 120F 0F to 120F
(9.1.2-2)
Total thermal movement range is then calculated as: temp = Ltrib T Where: Ltrib = = T Tributary length of the structure subject to thermal variation Coefficient of thermal expansion; 0.000006 in./in./F for concrete and 0.0000065 in./in./F for steel Bridge superstructure average temperature range as a function of bridge type and location
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In accordance with WSDOT Standard Specifications, contract drawings state dimensions at a normal temperature of 64F unless specifically noted otherwise. Construction and fabrication activities at average temperatures other than 64F require the Contractor or fabricator to adjust lengths of structural elements and concrete forms accordingly. Some expansion joint devices are installed in pre-formed concrete blockouts some time afterthe completion of the bridge deck. The expansion joint device must be cast into its respectiveblockout with a gap setting corresponding to the ambient superstructure average temperature at the time the blockouts are filled with concrete. In order to accomplish this, expansion device gap settings must be specified on the contract drawings as a function of superstructure ambient average temperature. Generally, these settings are specified for temperatures of 40F, 64F, and 80F.
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In design calculations, the minimum and maximum compressed widths of the seal are generally set at 40 percent and 85 percent of the uncompressed width. These measurements are perpendicular to the joint axis. It is generally assumed that the compressed seal width at the normal construction temperature of 64F is 60 percent of its uncompressed width. For skewed joints, bridge deck movement must be separated into components perpendicular to and parallel to the joint axis. Shear displacement of the compression seal should be limited to a specified percentage of its uncompressed width, usually set at about 22 percent. Additionally, the expansion gap width should be set so that the compression seal can be replaced over a reasonably wide range of construction temperatures. Manufacturers catalogues generally specify the minimum expansion gap widths into which specific size compression seals can be installed. The expansion gap width should be specified on the contract drawings as a function of the superstructure average temperature. Compression seal movement design relationships can be expressed as: temp-normal = temp-parallel = shrink-normal = shrink-parallel = = Wmin = Wmax temp cos [thermal movement normal to joint] temp sin [thermal movement parallel to joint] shrink cos [shrinkage movement normal to joint] shrink sin [shrinkage movement parallel to joint] Winstall [(Tmax-Tinstall)/(Tmax-Tmin)] temp-normal > 0.40W Winstall + [(Tinstall-Tmin)/(Tmax-Tmin)] temp-normal + shrink-normal < 0.85 W
Where:
= skew angle of the expansion joint, measured with respect to a line perpendicular to the bridge longitudinal axis W Winstall Tinstall Wmin Wmax Tmin Tmax = = = = = = = uncompressed width of the compression seal expansion gap width at installation superstructure temperature at installation minimum expansion gap width maximum expansion gap width minimum superstructure average temperature maximum superstructure average temperature
Algebraic manipulation yields: W > (temp-normal + shrink-normal)/0.45 W > (temp-parallel + shrink-parallel)/0.22 Wmax = 0.6W + [(Tinstall Tmin)/(Tmax Tmin)] temp-normal + shrink-normal<0.85W W > 4 [(Tinstall Tmin)/(Tmax Tmin) temp-normal + shrink-normal]
Now, assuming Winstall = 0.6 W, Rearranging yields: Design Example: Given: A reinforced concrete box girder bridge has a total length of 200 ft. A compression seal expansion joint at each abutment will accommodate half of the total bridge movement. The abutments and expansion joints are skewed 15. Bridge superstructure average temperatures are expected to range between 0F and 100F. Find: Required compression seal size and construction gap widths at 40F, 64F, and 80F.
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Solution: Step 1: Calculate temperature and shrinkage movement. Temperature: temp = (.000006)(100F)(200)(12/) = 0.72 = 0.19 Shrinkage: shrink = (.0002)(0.8)(200)(12/) Total deck movement at the joint: = 0.91 temp-normal + shrink-normal = (0.91)(cos 15) = 0.88 temp-parallel + shrink-parallel = (0.91)(sin 15) = 0.24 W > 0.88/0.45 = 1.96 W > 0.24/0.22 = 1.07 W > 4[(64F - 0F)/(100F - 0F) (0.72) + 0.19] (cos 15) = 2.51 Use a 3 compression seal
Step 3: Evaluate construction gap widths for various temperatures for a 3 in. compression seal. Construction width at 64F = 0.6(3) = 1.80 Construction width at 40F = 1.80 + [(64 - 40)/(100 + 0)](0.72)(cos 15) = 1.97 Construction width at 80F = 1.80 [(80 - 64)/(100 + 0)](0.72)(cos 15) = 1.69 Conclusion: Use a 3 in. compression seal. Construction gap widths for installation at temperatures of 40F, 64F, and 80F are 2 in., 1-13/16 in., and 1-11/16 in. respectively.
B. Rapid-Cure Silicone Sealants Durable low-modulus poured sealants provide watertight expansion joint seals in both new construction and rehabilitation projects. Most silicone sealants possess good elastic performance over a wide range of temperatures while demonstrating high levels of resistance to ultraviolet and ozone degradation. Other desirable properties include self-leveling and selfbondingcharacteristics. Rapid-cure silicone sealants are particularly good candidates for rehabilitation in situations where significant traffic disruption consequential to extended traffic lane closure is unacceptable. Additionally, unlike compression seals, rapid-cure silicone sealants do not require straight, parallel substrate surfaces in order to create a watertight seal. Rapid-cure silicone sealants can be installed against either concrete or steel. It is extremely critical that concrete or steel substrates be thoroughly cleaned before the sealant is installed. Some manufacturers require application of specific primers onto substrate surfaces prior to sealant installation in order to enhance bonding. Consult the Bearing and Expansion Joint Specialist forspecifics.
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Rapid-cure silicone sealants should be designed based upon the manufacturers recommendations. Maximum and minimum working widths of the poured sealant joint are generally recommended as a percentage of the sealant width at installation. Depending upon the manufacturer, these joints can accommodate tensile movements of up to 100 percent and compressive movements of up to 50percent of the sealant width at installation. A minimum recess is typically required between the top of the roadway surface and the top of the sealant surface. This recess is critical in assuring that tires will not contact the top surface of the sealant and initiate its debonding from substratematerial. Design Example: Given: An existing 25-year-old 160 ft. long single span prestressed concrete girder bridge is scheduled for a concrete overlay. The existing compression seals at each non-skewed abutment are in poor condition, although the existing concrete edges on each side of each expansion joint are in relatively good condition. The expansion gaps at these abutments are 1in. wide at a normal temperature of 64F. Assume that each expansion joint will accommodate half of the total bridge movement. Bridge superstructure average temperatures are expected to range between 0Fand100F. Find: Determine the feasibility of reusing the existing 1 in. expansion gaps for a rapid cure silicone sealant system retrofit. Assume that the sealant will be installed at an average superstructure temperature between 40F and 80F. Manufacturers recommendations state that Sealant A can accommodate 100 percent tension and 50 percent compression and that Sealant B can accommodate 50 percent tension and 50 percent compression. Solution: Step 1: Calculate future temperature, shrinkage, and creep movements. Temperature: temp = (.000006)(100F)(160)(12/) = 0.58 = 0 (Essentially all shrinkage has already occurred.) Shrinkage: shrink = 0 (Essentially all creep has already occurred.) Creep: creep
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Step 2: Calculate existing expansion gap widths at average superstructure temperatures of 40F and 80F. These are estimated extreme sealant installation temperatures. G40F = 1.00 + [(64F 4 0F)/(100F 0F)] (.58) = 1.14 G80F = 1.00 [(80F 64F)/(100F 0F)] (.58) = 0.91
Step 3: Check sealant capacity if installed at 40F. Closing movement = [(100F 40F)/(100F 0F)](.58) = 0.35 0.35/1.14 = 0.31 < 0.50 Sealants A and B Opening movement = [(40F 0F)/(100F 0F)](.58) = 0.23 0.23/1.14 = 0.20 < 1.00 Sealant A< 0.50 Sealant B
Step 4: Check sealant capacity if installed at 80 F. Closing movement = = [(100F 80F)/(100F 0F)](.58) = 0.12 0.12/0.91 = 0.13 < 0.50 Sealants A and B Opening movement = [(80F 0F)/(100F 0F)](.58) = 0.46 0.46/0.91 = 0.50 < 1.00 Sealant A = 0.50 Sealant B
Conclusion: The existing 1 in. expansion gap is acceptable for installation of a rapid cure silicone sealant system. Note that Sealant B would reach its design opening limit at 0F if it were installed at a superstructure average temperature of 80F. Expansion gap widths at temperatures other than the normal temperature are generally not specified on rapid cure silicone sealant retrofitplans.
C. Asphaltic Plug Joints Asphaltic plug joints consist of a flexible polymer modified asphalt installed in a preformed block out atop a steel plate and backer rod. In theory, asphaltic plug joints provided a seamless smooth riding surface. However, when subjected to high traffic counts, heavy trucks, or substantial acceleration/deceleration traction, the polymer modified asphalt tends to creep, migrating out of the block outs. Asa consequence, we no longer specify the use of asphaltic plug joints.
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D. Headers Expansion joint headers for new construction are generally the same Class 4000D structural concrete as used for the bridge deck and cast integrally with the deck. Expansion joint headers installed as part of a rehabilitative and/or overlay project are constructeddifferently. Being a flexible material, hot mix asphalt (HMA) cannot provide rigid lateral support to an elastomeric compression seal or a rapid cure silicone sealant bead. Therefore, rigid concrete headers must be constructed on each side of such an expansion joint when an HMA overlay is installed atop an existing concrete deck. These headers provide a rigid lateral support to the expansion joint device and serve as a transition between the HMA overlay material and the expansion joint itself. WSDOT allows either polyester concrete or elastomeric concrete for expansion joint headers. These two materials, which provide enhanced durability to impact in regard to other concrete mixes, shall be specified as alternates in the contract documents. Bridge Special Provisions (BSP)02206.GB6 and BSP023006.GB6 specify the material and construction requirements for polyester concrete. Bridge Special Provisions BSP02207.GB6 and BSP023007.GB6 specify the material and construction requirements for elastomeric concrete. Modified concrete overlay (MCO) material can provide rigid side support for an elastomeric compression seal ora rapid cure silicone sealant bead without the need for separately constructed elastomeric concrete or polyester concrete headers. This alternative approach requires the approval of the Bearing and Expansion Joint Specialist. Such modified concrete overlay headers may utilize welded wire fabric as reinforcement. Contract 7108 which includes Bridges No. 90/565N&S and 90/566N&S is an example. BSP02313410.GB6 specifies the construction requirements for this approach, including the requirement for a temporary form to keep the joint open during placement oftheMCO.
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Before the advent of more modern systems, steel sliding plates were specified extensively. Their limited use today includes the following specific applications: 1)high pedestrian use sidewalks, 2)modular expansion joint upturns at traffic barriers, and 3)roadway applications involving unusual movements (translation and large rotations) not readily accommodated by modular expansion joints. In these applications, the sliding plates are generally galvanized or painted to provide corrosionresistance. Repeated impact and corrosion have deteriorated many existing roadway sliding steel plate systems. In many instances, the anchorages connecting the sliding plate to the concrete deck have broken. When the integrity of the anchorages has been compromised, the steel sliding plates must generally be removed in their entirety and replaced with a new, watertight system. Where the integrity of the anchorages has not been compromised, sliding plates can often be retrofitted with poured sealants orelastomeric stripseals.
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B. Strip Seal Joints An elastomeric strip seal system consists of a preformed elastomeric gland mechanically locked into metallic edge rails generally embedded into the concrete deck on each side of an expansion joint gap. Unfolding of the elastomeric gland accommodates movement. Steel studs are generally welded to the steel extrusions constituting the edge rails to facilitate anchorage to the concrete deck. Damaged or worn glands can be replaced with minimal traffic disruption. The metal edge rails effectively armor the edges of the expansion joint, obviating the need for aspecial impact resistant concrete, usually required at compression seal and poured sealant joints. The designer must select either the standard or special anchorage. The special anchorage incorporates steel reinforcement bar loops welded to intermittent steel plates, which in turn are welded to the extrusion. The special anchorage is generally used for very high traffic volumes or in applications subject to snowplow hits. In applications subject to snowplow hits and concomitant damage, the intermittent steel plates can be detailed to protrude slightly above the roadway surface in order to launch the snowplow blade and prevent it from catching on the forward extrusion. The special anchorage requires a 9 in. deep block out, as opposed to 7 in. deep for the standard anchorage. The standard anchorage is acceptable for high traffic volume expansion joint replacement projects where block out depth limitations exist.
Design Example: Given: A steel plate girder bridge has a total length of 600 ft. It is symmetrical and has a strip seal expansion joint at each end. These expansion joints are skewed 10. Interior piers provide negligible restraint against longitudinal translation. Bridge superstructure average temperatures are expected to range between 30F and 120F during the life of the bridge. Assume a normal installation temperature of 64F. Find: Required Type A and Type B strip seal sizes and construction gap widths at 40F, 64F, and 80F. Type A strip seals have a in. gap at full closure. Type B strip seals are able to fully close, leaving no gap.
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Solution: Step 1: Calculate temperature and shrinkage movement. Temperature: temp = (.0000065)(150F)(600)(12/) = 3.51 Shrinkage: shrink = 0.0 (no shrinkage; = 0.0 for steel bridge) Total deck movement at each joint: = 3.51 temp-normal-closing = = temp-normal-opening = = (120F 64F)/(120F + 30F)(3.51)(cos 10) 1.29 (64F + 30F)/(120F + 30F)(3.51)(cos 10) 2.17
Step 2: Determine strip seal size required. Assume a minimum construction gap width of 1 at 64F. Type A: Construction gap width of 1 at 64F will not accommodate 1.29 closing with a gap atfull closure. Therefore, minimum construction gap width at 64F must be 1.29+0.50=1.79 Size required = 1.79 + 2.17 = 3.96 Use 4 strip seal Size required = 1.50 + 2.17 = 3.67 Use 4 strip seal Type B: Construction width of 1 at 64F is adequate. Step 3: Evaluate construction gap widths for various temperatures for a 4 strip seal. Type A: Required construction gap width at 64F = 0.50 + 1.29= 1.79 Construction gap width at 40 F = 1.79 + (64F - 40F)/(64F + 30F)(2.17) = 2.34 Construction gap width at 80F = 1.79 (80F 64F)/(120F 64F)(1.29)=1.42 Construction gap width at 40F = 1.50 + (64F - 40F)/(64F + 30F)(2.17) = 2.05 Construction gap width at 80F = 1.50 (80F 64F)/(120F 64F)(1.29) = 1.13
Conclusion: Use a 4 in. strip seal. Construction gap widths for installation at superstructure average temperatures of 40 F, 64 F, and 80 F are 2-5/16, 1-13/16, and 1-7/16 for Type A and 2-1/16, 1, and 1 for Type B. (Note that slightly larger gap settings could be specified for the 4 Type B strip seal in order to permit the elastomeric glands to be replaced at lower temperatures at the expense of ride smoothness across the joint.)
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C. Bolt-down Panel Joints Bolt-down panel joints, sometimes referred to as expansion dams, are preformed elastomeric panels internally reinforced with steel plates. Bridging across expansion gaps, these panels are bolted into formed block outs in the concrete deck with either adhesive or expansive anchors. Expansion is accompanied by stress and strain across the width of the bolt-down panel between anchor bolts.
Because of durability concerns, we no longer specify bolt-down panel joints. On bridge overlay and expansion joint rehabilitation projects, bolt-down panels are being replaced with rapid-cure silicone sealant joints or strip seal joints. For rehabilitation of bridges having low speed or low volume traffic, existing bolt-down panel joints may be retained and/or selective damaged panels replaced.
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B. Modular Expansion Joints Modular expansion joints are complex structural assemblies designed to provide watertight wheel load transfer across expansion joint openings. These systems were developed in Europe and introduced into the U.S. in the 1960s. To date, modular expansion joints have been designed and fabricated to accommodate movements of up to 85 in. In Washington state, the largest modular expansion joints are those on the new Tacoma Narrows Bridge. These joints accommodate 48in. of service movement and 60 in. of seismic movement. Modular expansion joints are generally shipped in a completely assembled configuration. Although center beam field splices are not preferable, smaller motion range modular expansion joints longer than 40 ft. may be shipped in segments to accommodate construction staging and/or shipping constraints. 1. Operational Characteristics Modular expansion joints comprise a series of steel center beams oriented parallel to the expansion joint axis. Elastomeric strip seals or box-type seals attach to adjacent center beams, preventing infiltration of water and debris. The center beams are supported on support bars, which span in the primary direction of anticipated movement. The support bars are supported on sliding bearings mounted within support boxes. Polytetrafluoroethylene (PTFE) - stainless steel interfaces between elastomeric support bearings and support bars facilitate the unimpeded translation of the support bars as the expansion gap opens and closes. The support boxes generally rest on either cast-in-place concrete or grout pads installed into a preformed block out. Modular expansion joints can be classified as either single support bar systems or multiple support bar systems. In multiple support bar systems, a separate support bar supports each center beam. In the more complex single support bar system, one support bar supports all center beams at each support location. This design concept requires that each center beam be free to translate along the longitudinal axis of the support bar as the expansion gap varies. This is accomplished by attaching steel yokes to the underside of the center beams. The yoke engages the support bar to facilitate load transfer. Precompressed elastomeric springs and PTFE stainless steel interfaces between the underside of each center beam and the top of the support bar and between the bottom of the support bar and bottom of the yoke support each center beam and allow it to translate along the longitudinal axis of the support bar. Practical center beam span lengths limit the use of multiple support bar systems for larger movement range modular expansion joints. Multiple support bar systems typically become impractical for more than nine seals or for movement ranges exceeding 27. Hence, the single support bar concept typifies these larger movement range modular expansionjoints.
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The highly repetitive nature of axle loads predisposes modular expansion joint components and connections to fatigue susceptibility, particularly at center beam to support bar connections and center beam field splices. Bolted connections of center beams to support bar have demonstrated poor fatigue endurance. Welded connections are preferred, but must be carefully designed, fatigue tested, fabricated, and inspected to assure satisfactory fatigue resistance. WSDOT'S current special provision for modular expansion joints requires stringent fatigue based design criteria for modular expansion joints. This special provision also specifies criteria for manufacturing, shipping, storing, and installing modular expansionjoints. Modular expansion joints may need to be shipped and/or installed in two or more pieces and subsequently spliced together in order to accommodate project staging and/or practical shipping constraints. Splicing generally occurs after concrete is cast into the block outs. The center beams are the elements that must be connected. These field connections are either welded, bolted, or ahybrid combination of both. Center beam field splices have historically been the weak link of modular expansion joints because of their high fatigue susceptibility and their tendency to initiate progressive zipper-type failure. The reduced level of quality control achievable with a field operation in regard to a shop operation contributes to this susceptibility. Specific recommendations regarding center beam field splices will be subsequently discussed as they relate to shop drawing review and construction.
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2. Movement Design Calculated total movement range establishes modular expansion joint size. WSDOT policy has been to provide a 15 percent factor of safety on these calculated service movements. Current systems permit approximately 3 in. of movement per elastomeric seal element; hence total movement rating provided will be a multiple of 3 in. To minimize impact andwear on bearing elements, the maximum gap between adjacent center beams should be limited to about 3 in To facilitate the installation of the modular joints at temperatures other than the 64F normal temperature, the contract drawings shall specify expansion gap distance face-to-face of edge beams as a function of the superstructure temperature at the time of installation. Modular expansion joint movement design relationships can be expressedas: = MR / mr n Gmin = (n 1) w + n g Gmax = Gmin + M7R Where MR = total movement range of the modular joint mr n n1 w g Gmin Gmax = = = = = = = movement range per elastomeric seal number of seals number of center beams width of each center beam minimum gap per strip seal element at full closure minimum distance face-to-face of edge beams maximum distance face-to-face of edge beams
Design Example: Given: Two cast-in-place post-tensioned concrete box girder bridge frames meet at an intermediate pier where they are free to translate longitudinally. Skew angle is 0 and the bridge superstructure average temperature ranges from 0F to 120F. A modular bridge expansion joint will be installed 60 days after post-tensioning operations have been completed. Specified creep is150 percent of elastic shortening. Assume that 50 percent of total shrinkage has already occurred at installation time. The following longitudinal movements were calculated for each ofthe twoframes:
Frame A Shrinkage Elastic shortening Creep (1.5 Elastic shortening) Temperature fall (64F to 0F) Temperature rise (64F to 120F) 1.18 1.42 2.13 3.00 2.60 Frame B 0.59 0.79 1.18 1.50 1.30
Find: Modular expansion joint size required to accommodate the total calculated movements and the installation gaps measured face-to-face of edge beams at superstructure average temperatures of 40F, 64F, and 80F. Solution: Step 1: Determine modular joint size. Total opening movement (Frame A) Total opening movement (Frame B) = (0.5)(1.18) + 2.13 + 3.00 = 5.72 = (0.5)(0.59) + 1.18 + 1.50 = 2.98
WSDOT Bridge Design Manual M 23-50.06 July 2011
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Total opening movement (both frames) Total closing movement (both frames)
Determine size of the modular joint, including a 15 percent allowance: 1.15(8.70 + 3.90) = 14.49 Use a 15 in. movement rating joint Step 2: Evaluate installation gaps measured face-to-face of edge beams at superstructure average temperatures of 40F, 64F, and 80F. MR = mr = = n n1= = w = g Gmin = Gmax = G64F = = G40F = G80F = 15 (movement range) 3 (maximum movement rating per strip seal element) 15/3 = 5 strip seal elements 4 center beams 2.50 (center beam top flange width) 0 4(2.50) + 4(0) = 10 10 + 15 = 25 Gmin + Total closing movement from temperature rise 10 + 1.15(3.90) = 14.48 Use 14 14.5 + [(64F 40F)/(64F 0F)](3.00 + 1.50) = 16.19 14.5 [(80F 64F)/(120F 64F)](2.60 + 1.30) = 13.39
Check spacing between center beams at minimum temperature: G0F = 14.50 + 8.70 = 23.20 Spacing = [23.20 4(2.50)]/5 = 2.64 < 3 OK Check spacing between center beams at 64 F for seal replacement: Spacing = [14.50 4(2.50)]/5 = 0.90 < 1.50 Therefore, the center beams must be mechanically separated in order to replace strip seal elements. Conclusion: Use a 15 in. modular expansion joint. The gaps measured face-to-face of edge beams at installation temperatures of 40F, 64F, and 80F are 16-3/16 in, 14 in and 13in, respectively.
3. Review of Shop Drawings and Structural Design Calculations The manufacturers engineer generally performs structural design of modular expansion joints. The project special provisions requires that the manufacturer submit structural calculations, detailed fabrication drawings, and applicable fatigue tests for approval by the Engineer. All structural elements must be designed anddetailed for both strength and fatigue. Additionally, modular expansion joints should be detailed to provide access for inspection and periodic maintenance activities, including replacement of seals, control springs, and bearing components. WSDOT's special provision for modular expansion joints delineates explicit requirements for their design, fabrication, and installation. This comprehensive special provision builds upon WSDOT's past experience specifying modular expansion joints and incorporates the NCHRP Report 402 Fatigue Design of Modular Bridge Expansion Joints. The special provisions include requirements for the shop drawings, calculations, material certifications, general fabrication methods, corrosion protection, shipping and handling, storage, installation, fatigue testing, applicable welding codes and certifications, quality control, and quality assurance. It is strongly advised to carefully review this special provision before reviewing modular expansion joint shop drawings and calculations.
Page 9.1-17
Chapter 9
Any structural details, including connections, that do not clearly correspond to specific fatigue categories depicted in the LRFD shall be fatigue tested in accordance with the requirements stipulated in the special provision. Documentation of these tests shall accompany the shop drawing submittal. As stated in the special provisions, the Contractor shall submit documentation of a quality assurance program distinctly separate from in-house quality control. Quality assurance shall beperformed by an independent agency and shall be provided by the manufacturer. Weld procedures shall be submitted for all shop and field welds. These procedures stipulate welding process employed, end preparation of the component welded, weld metal type, preheat temperature, and welder certifications. It is critical that all welds be made in strict accordance with specifications and under very careful inspection. Field splices of center beams require particularly careful review. WSDOT's special provision recommends several mitigating measures to minimize fatigue susceptibility of center beam field splices. These measures include reducing support box spacing and optimizing fatigue stress range at field splice locations. Keep in mind that the confined nature of the space in which a welder must work can make these welds very difficult to complete. The American Welding Society (AWS) Welding Code prequalifies certain end geometries because experience has shown that high quality welds can be achieved. Non-prequalified center beam end geometries require the Contractor to submit a Procedure Qualification Record documenting that satisfactory weld quality has been achieved using samples before welding of the actual field piece. The Contractor will generally want to avoid the additional expense associated with these tests and will thus specify a prequalified end geometry. WSDOT's special provisions require that adequate concrete consolidation be achieved underneath all support boxes. The reviewer should ascertain that the shop drawings detail a vertical minimum of 2 in. between the bottom of each support box and the top of the concrete block out. Alternatively, when vertical clearance is minimal, grout pads can be cast underneath support boxes before casting the concrete within the blockout.
4. Construction Considerations Temperature adjustment devices are temporarily welded to the modular expansion joints to permit the Contractor to adjust the modular joint width so that it is consistent with the superstructure temperature at the time concrete is placed in the block out. The temperature devices effectively immobilize the modular joint. Once the concrete begins to set up, it is critical to remove these devices as soon as possible. If the modular expansion joint is prevented from opening and closing, it will be subject to very large, potentially damaging,forces. Prior to placement of concrete into the block out, temporary supports generally bridge across the expansion gap, suspending the modular expansion joint from the bridge deck surface. Following concrete placement, the modular joint is supported by bearing of the support boxes on concrete that has consolidated underneath the blockout. The inspector should assure that adequate concrete consolidation is achieved underneath and around the support boxes. Following delivery of the modular expansion joint to the jobsite and prior to its installation, the inspector should ascertain that center beam end geometries at field weld splice locations match those shown on the approved weld procedure.
Page 9.1-18
Chapter 9
9.2 Bearings
9.2.1 General Considerations
Bridge bearings facilitate the transfer of vehicular and other environmentally imposed loads from thesuperstructure down to the substructure, and ultimately, to the ground. In fulfilling this function, bearings must accommodate anticipated movements (thermal expansion/contraction) while also restraining undesired movements (seismic displacements). Because the movements allowed by an adjacent expansion joint must be compatible with the movement restriction imposed by a bearing, bearings and expansion joints must be designed interdependently and in conjunction with the anticipated behavior of the overall structure. Numerous types of bearings are used for bridges. These include steel reinforced elastomeric bearings, fabric pad sliding bearings, steel pin bearings, rocker bearings, roller bearings, steel pin bearings, pot bearings, spherical bearings, disk bearings, and seismic isolation bearings. Each of these bearings possess different characteristics in regard to vertical and horizontal load carrying capacity, vertical stiffness, horizontal stiffness, and rotational stiffness. A thorough understanding of these characteristics is essential for economical bearing selection and design. Spherical bearings, disk bearings, and pot bearings are sometimes collectively referred to as high load multi-rotational (HLMR) bearings.
Page 9.2-1
Chapter 9
Page 9.2-2
Chapter 9
the shape factor. The shape factor is defined as the plan area ofthe bearing divided by the area of the perimeter free to bulge (perimeter multiplied by thickness of one layer of elastomer). Axial, rotational, and shear loading generate shear strain in the constituent elastomeric layers of atypical bearing. Computationally, Method B imposes a limit on the sum of these shear strains. It distinguishes between static and cyclic components of shear strain by applying an amplification factor of 1.75 to cyclic components to reflect cumulative degradation caused by repetitiveloading. In essence, elastomeric bearing design reduces to checking several mathematical equations while varying bearing plan dimensions, number of elastomeric layers and their corresponding thicknesses, and steel shim thicknesses. Because these calculations can become rather tedious, MS Excel spreadsheets have been developed and are available for designs using both Method A and MethodB procedures. See the Bearing and Expansion Joint Specialist for these design tools. LRFD design may result in thicker steel reinforced elastomeric bearings than previous designs, particularly for shorter span bridges. This is a consequence of the increased rotational flexibility required to accommodate the 0.005 radian allowance for uncertainties and partially to inherent conservatism built into the rotational capacity equations. Although constituent elastomer has historically been specified by durometer hardness, shear modulus is the most important physical property of the elastomer for purposes of bearing design. Research has concluded that shear modulus may vary significantly among compounds of the same hardness. Accordingly, shear modulus shall be specified on the plans as 165 psi at 73F without reference to durometer hardness. Elastomeric bearings shall conform to the requirements of AASHTO Specification M 251 Plain and Laminated Elastomeric Bridge Bearings. Shims shall be fabricated from ASTM A 1011 Grade 36 steel unless noted otherwise on the plans. Bearings shall be laminated in inch thick elastomeric layers with a minimum total thickness of 1 inch. For overall bearing heights less than 5 inches, a minimum of inch of side clearance shall be provided over the steel shims. For overall heights greater than 5 inches, a minimum of inch of side clearance shall be provided. Live load compressive deflection shall be limited to 1/16 inch. AASHTO Specification M 251 requires elastomeric bearings to be subjected to a series of tests, including a compression test at 150 percent of the total service load. For this reason, compressive dead load and live load shall be specified ontheplans. With respect to width, elastomeric bearings shall be designed and detailed as follows: 1. For prestressed concrete wide flange girders (WF42G, WF50G, WF58G, WF74G, and W95G), the edge of the bearing pad shall be set between 1 in. minimum and 9 in. maximum inside of the edge of the girder bottom flange. 2. For prestressed concrete I-girders, bulb-tee girders, and deck bulb-tee girders, the edge of the bearing pad shall be set 1 in. in side of the edge of the girder bottom flange. 3. For all prestressed concrete tub girders, the edge of the bearing shall be set 1in. inside of the edge of the bottom slab. Bearing pads for prestressed concrete tub girders shall be centered close to the centerline of each web. 4. For all prestressed concrete slabs, the edge of the bearing shall be set 1 in. inside of the edge of the slab. Two bearing pads and corresponding grout pads are required for each end ofthe prestressed concrete slabs. The need for steel shims shall be assessed during the bearing design. As mentioned earlier, LRFD Article 14.4.2.1 requires that a 0.005 radian allowance for uncertainties be included in the design of steel reinforced elastomeric bearings. This allowance applies to both rotations x and y. The Article 14.4.2 Commentary somewhat ambiguously states "An owner may reduce the fabrication and setting tolerance allowances if justified by a suitable quality control plan; therefore, these tolerance limits are stated as recommendations rather than absolute limits." Consult
Page 9.2-3
Chapter 9
with the Bearings and Expansion Joint Specialist in instances in which the 0.005 radian tolerance precludes convergence to a reasonable design solution. In order to facilitate compressive load testing, future bearing replacement, and vertical geometry coordination, the following table shall be included in the Plans:
Bearing Design Table Service I Limit State Dead load reaction --------- kips Live load reaction (w/o impact) --------- kips Unloaded height --------- inches Loaded height (DL) --------- inches Shear modulus at 73 F --------- psi
In the construction of precast prestressed concrete girder and steel girder bridges, elastomeric bearings are generally not offset to account for temperature during erection of the girders as are most other bearing systems. Girders may be set atop elastomeric bearings at temperatures other than the mean of the temperature range. This is statistically reconciled by assuming a maximum thermal movement in either direction of: temp = 0.75 L (TMaxDesign TMinDesign) where TMaxDesign is the maximum anticipated bridge deck average temperature and TMinDesign istheminimum anticipated bridge deck average temperature during the life of the bridge. For precast prestressed concrete girder bridges, the maximum thermal movement, temp, shall be added to shrinkage and long-term creep movements to determine total bearing height required. The shrinkage movement for this bridge type shall be half that calculated for a cast-in-place concretebridge. For cast-in-place concrete bridges, it is assumed that the temperature of concrete at placement is equal to the normal temperature, as defined by the Standard Specifications. Total shrinkage movement is added to the maximum thermal movement, temp, to determine required total height of the elastomeric bearing, as noted in Section 9.1.2-A.
B. Fabric Pad Sliding Bearings Fabric pad sliding bearings incorporate fabric pads with a polytetrafluoroethylene (PTFE) - stainless steel sliding interface to permit large translational movements. Unlike a steel reinforced elastomeric bearing having substantial shear flexibility, thefabric pad alone cannot accommodate translational movements. Fabric pads can accommodate very small amounts of rotational movement; less than can be accommodated by more flexible steel reinforced elastomeric bearings. Practical size considerations limit the use of fabric pad bearings tototal service load reactions under about 600kips. PTFE, also referred to as Teflon, is available in several forms: unfilled sheet, dimpled lubricated, filled, and woven. Filled PTFE contains glass, carbon, or other chemically inert fibers that enhance its resistance to creep (cold flow) and wear. Interweaving high strength fibers through PTFE material creates woven PTFE. Dimpled PTFE contains dimples, which act as reservoirs forsilicone greaselubricant. Friction coefficients for PTFE stainless steel surfaces vary significantly as a function of PTFE type, contact pressure, and ambient temperature. The AASHTO LRFD provides friction coefficients as a function of these variables. Dimpled lubricated PTFE at high temperatures and high contact pressures typically yield the lowest friction coefficients. Filled PTFE at low temperatures and low contact pressures yield the highest friction coefficients.
Page 9.2-4
Chapter 9
In order to minimize frictional resistance, a Number 8 (Mirror) finish should be specified for all flat stainless steel surfaces in contact with PTFE. The low-friction characteristics of a PTFE stainless steel interface are actually facilitated by fragmentary PTFE sliding against PTFE after the fragmentary PTFE particles are absorbed into the asperities of the stainless steel surface. In fabric pad sliding bearings, the PTFE is generally recessed half its depth into a steel backing plate, which is generally bonded to the top of a fabric pad. The recess provides confinement that minimizes creep (cold flow). The stainless steel sheet is typically seal welded to a steel sole plate attached to thesuperstructure. Silicone grease is not recommended for non-dimpled PTFE. Any grease will squeeze out under high pressure and attract potentially detrimental dust and other debris. 1. Fabric Pad Design WSDOT's design criteria for fabric pad bearings are based upon manufacturers recommendations, supported by years of satisfactory performance. These criteria differ from AASHTO LRFD provisions in that they recognize significantly more rotational flexibility in the fabric pad. Our maximum allowable service load average bearing pressure for fabric pad bearing design is 1,200 psi. WSDOT's maximum allowable service load edge bearing pressure for fabric pad bearing design is 2,000 psi. A 1,200 psi compressive stress corresponds to 10 percent strain in the fabric pad while a 2,000 psi compressive stress corresponds to 14 percent compressive strain. Based upon this information, the following design relationship can beestablished: =
2 (.14 - .10) T L .08 T = L
T = 12.5 L Where = rotation due to loading plus construction tolerances L = pad length (parallel to longitudinal axis of beam) T = fabric pad thickness required As an example: Given: DL + LL = 240 kips Rotation = 0.015 radians Allowable bearing pad pressure = 1200 psi c = 3000 psi Find: fabric pad plan area and thickness required Solution: Pad area required = 240,000/1200 = 200 in2 Try a 20 wide 10 long fabric pad T = 12.5(.015)(10) = 1.88 Solution: Use a 20 10 1 fabric pad.
2. PTFE Stainless Steel Sliding Surface Design PTFE shall be in. thick and recessed 1/16 in. into a in. thick steel plate that is bonded to the top of the fabric pad. With the PTFE confined in this recess, the LRFD code permits an average contact stress of 4,500 psi for all loads calculated at the service limit state and an average contact stress of 3,000 psi for permanent loads calculated at the service limit state. The LRFD code permits slightly higher edge contact stresses.
Page 9.2-5
Chapter 9
For example, suppose: DL = 150 kips LL = 90 kips APTFE > (150 kips + 90 kips)/4.5 ksi = 53.3 in2 APTFE > 150 kips/3 ksi = 50.0 in2 Selected area of PTFE must exceed 53.3 in2 Stainless steel sheet shall be finished to a No. 8 (Mirror) finish and seal welded to the soleplate.
C. Pin Bearings Steel pin bearings are generally used to support heavy reactions with moderate to high levels ofrotation about a single predetermined axis. This situation generally occurs with long straight steel plate girder superstructures. D. Rocker and Roller Type Bearings Steel rocker bearings have been used extensively in the past to allow both rotation and longitudinal movement while supporting large loads. Because of their seismic vulnerability and the more extensive use of steel reinforced elastomeric bearings, rocker bearings are no longer specified for new bridges. Steel roller bearings have also been used extensively in the past. Roller bearings permit both rotation and longitudinal movement. Pintles are generally used to connect the roller bearing to the superstructure above and to the bearing plate below. Nested roller bearings have also been used in the past. Having been supplanted by more economical steel reinforced elastomeric bearings, roller bearings are infrequently used for new bridges today.
E. Spherical Bearings A spherical bearing relies upon the low-friction characteristics of a curved PTFE - stainless steel interface to provide a high level of rotational flexibility in multiple directions. An additional flat PTFE - stainless steel surface can be incorporated into the bearing to additionally provide either guided or non-guided translational movement capability. Woven PTFE is generally used on the curved surfaces of spherical bearings. Woven PTFE exhibits enhanced creep (cold flow) resistance and durability characteristics relative to unwoven PTFE. When spherical bearings are detailed to accommodate translational movement, woven PTFE is generally specified on the flat sliding surface also. The LRFD code permits an average contact stress of 4,500psi for all loads calculated at the service limit state and an average contact stress of 3,000 psi for permanent loads calculated at the service limit state. The LRFD code permits slightly higher edge contact stresses. Both stainless steel sheet and solid stainless steel have been used for the convex sliding surface of spherical bearings. According to one manufacturer, curved sheet is generally acceptable for contact surface radii greater than 14 in to 18. in For smaller radii, a solid stainless steel convex plate or a stainless steel inlay is used. The inlay is welded to the solid conventional steel. If the total height of the convex plate exceeds about 5 in, a stainless steel inlay will likely be more economical. Most spherical bearings are fabricated with the concave surface oriented downward to minimize dirt infiltration between PTFE and the stainless steel surface. Structural analysis of the overall structure must recognize the center of rotation of the bearing not being coincident with the neutral axis of the girder above. The contract drawings must show the diameter and height of the spherical bearing in addition to all dead, live, and seismic loadings. Total height depends upon the radius of the curved surface, diameter of the bearing, and total rotational capacity required. Consult the Bearing and Expansion Joint Specialist for design calculation examples. Additionally, sole plate connections, base plate, anchor bolts, and any appurtenances for horizontal force transfer must be detailed on the plans. The spherical bearing manufacturer is required to submit shop drawings and detailed structural design calculations of spherical bearing components for review by the Engineer.
WSDOT Bridge Design Manual M 23-50.06 July 2011
Page 9.2-6
Chapter 9
F. Disk Bearings A disk bearing is composed of an annular shaped urethane disk designed to provide moderate levels of rotational flexibility. A steel shear-resisting pin in the center provides resistance against lateral force. A flat PTFE - stainless steel surface can be incorporated into the bearing to also provide translational movement capability, either guided or non-guided. G. Seismic Isolation Bearings Seismic isolation bearings mitigate the potential for seismic damage by utilizing two related phenomena: dynamic isolation and energy dissipation. Dynamic isolation allows the superstructure to essentially float, to some degree, while substructure elements below move with the ground during an earthquake. The ability of some bearing materials and elements to deform in certain predictable ways allows them to dissipate earthquake energy that might otherwise damage critical structural elements. Numerous seismic isolation bearings exist, each relying upon varying combinations of dynamic isolation and energy dissipation. These devices include lead core elastomeric bearings, high damping rubber, friction pendulum, hydraulic dampers, and various hybrid variations. Effective seismic isolation bearing design requires a thorough understanding of the dynamic characteristics of the overall structure as well as the candidate isolation devices. Isolation devices are differentiated by maximum compressive load capacity, lateral stiffness, lateral displacement range, maximum lateral load capacity, energy dissipation per cycle, functionality in extreme environments, resistance to aging, fatigue and wear properties, and effects of size. The Highway Innovative Technology Evaluation Center (HITEC) has developed guidelines for testing seismic isolation and energy dissipating devices. With the goal of disseminating objective information todesign professionals, HITEC has tested and published technical reports on numerous proprietary devices. These tests include performance benchmarks, compressive load dependent characterization, frequency dependent characterization, fatigue and wear, environmental aging, dynamic performance at extreme temperatures, durability, and ultimate performance.
Chapter 9
Page 9.2-8
Appendix 9.1-A1-1
@ 40 F @ 64 F @ 80 F
TOP OF SLAB OR FACE OF CURB USE " EDGER ELASTOMERIC COMPRESSION SEAL 5
TEMPERATURE OF STRUCTURE AT TIME OF FORMING EXPANSION JOINT 1 FULLY COMPRESSED SEAL HEIGHT
ANGLE SIZE DEPENDS UPON COMPRESSION SEAL USED (TYP.) ELASTOMERIC COMPRESSION SEAL
COMPRESSION SEAL
CONCRETE OPENING
COMPRESSION SEAL
ARMORED OPENING. USE IN BRIDGE WIDENINGS WITH EXISTING ARMORED JOINTS
NOTE: COMPRESSION SEALS GREATER THAN FOUR INCHES WIDE SHOULD NOT BE USED
1 2 3 4
USE " FOR ALL SEALS. USE " FOR ALL SEALS. COMPUTE "A CONSTR." PER EQUATION (12) @ 40F, 64F, AND 80F. TO BE CHECKED BY THE DESIGNER. SHALL BE LARGE ENOUGH TO PREVENT CLOSURE UNDER THERMAL MOVEMENTS. SEE BDM SECTION 9.1.3A AND DESIGN EXAMPLE FOR COMPRESSION SEAL DESIGN AND SEE "COMPRESSION SEAL TABLE" ON THIS SHEET.
NOTE: DESIGNER TO USE APPROPRIATE DETAILS FROM THIS SHEET AND CONSULT WITH EXPANSION JOINT SPECIALIST FOR LATEST PLAN SHEET LAYOUT, NOTES, AND UP-TO-DATE DETAILS.
COMPRESSION SEAL " THICK SYNTHETIC CLOSED CELL EXPANDED RUBBER JOINT FILLER CEMENTED TO JOINT SEAL AT END
TOP OF ROADWAY
9"
6"
DRILL " HOLE THRU SEAL. MAKE SURE THE TOP MEMBRANE IS NOT DAMAGED WHEN CUTTING OUT THE WEDGE
SECTION
9.1-A1-1
Appendix 9.1-A2-1
ALTERNATE STEEL SHAPE #1 CONCRETE - SAME CLASS AS DECK CONCRETE OVERLAY IF REQUIRED
"G" NORMAL TO JOINT STRIP SEAL " AIR RELIEF HOLES @ 1'-0" O.C. (TYP.) ALTERNATE STEEL SHAPE #2 55 SPLIT STEEL SHAPE AT TRAFFIC BARRIER IF REQUIRED BY MANUFACTURER 1"
9"
NOTE: DESIGNER TO USE APPROPRIATE DETAILS FROM THIS SHEET AND CONSULT WITH EXPANSION JOINT SPECIALIST FOR LATEST PLAN SHEET LAYOUT, NOTES, AND UP-TO-DATE DETAILS.
STRIP SEAL
SECTION
FOR STRIP SEAL "F" SHAPE BARRIER
SECTION
FOR STRIP SEAL SINGLE SLOPE BARRIER
4. SEE JOINT SPECIALIST PRIOR TO SPECIFYING A 5" MOTION RANGE STRIP SEAL. 5. A GROUP 1 STRIP SEAL DOES NOT ALLOW FULL CLOSURE OF STEEL SHAPES. A GROUP 2 STRIP SEAL ALLOWS FULL CLOSURE OF STEEL SHAPES. 6. DO NOT USE STEEL SHAPES WITH HORIZONTAL LEGS IN CURB OR BARRIER REGION.
STANDARD ANCHORAGE USE FOR NORMAL TRAFFIC VOLUME EXTEND SLAB STEEL INTO THE BLOCKOUT
A
** GROUP 1 2 2 1 MANUFACTURER D. S. BROWN WATSON BOWMAN ACME R.J. WATSON, INC. FYFE CO. LLC ITEM NAME DSB STRIP SEAL A2R-400 WABO STRIP SEAL SE-300 R.J. STRIP SEAL 200 TYFO STRIP SEAL FS400
OPENING "G" NORMAL TO JT. MIN. " 0" 0" " MAX. 4" 3" 2" 4"
. 2" R
MIN. OPENING "G" INSTALLATION NORMAL TO JOINT WIDTH NORMAL @40F @64F @80F TO JOINT 1" 1" 1" 1"
#4 CONT. * 7"
STRIP SEAL
SPECIAL ANCHORAGE USE FOR HIGH TRAFFIC VOLUME REQUIRES 9" x 1'-0" MIN. BLOCKOUT EXTEND SLAB STEEL INTO THE BLOCKOUT EXTEND BLOCKOUT TO EDGE OF DECK * PLACED AFTER EXPANSION JOINT IS IN POSITION. THREAD INTO PLACE FROM THE ENDS.
1 2 2 1
** GROUP COLUMN NOT TO BE SHOWN IN CONTRACT PLANS. FOR DESIGN PURPOSES ONLY. M:\STANDARDS\Expansion Joints\STRIP SEAL DETAILS.MAN
9.1-A2-1
Appendix 9.1-A3-1
JOINT PRIMER AS REQUIRED BY MANUFACTURER TEMPORARY FORM AS REQ. TO FORM JOINT FACE OF BARRIER
TOP OF CURB & SIDEWALK RAPID CURE SILICONE SEALANT PER MANUFACTURER'S DIRECTION
SECTION
CONSTRUCTION STEP 1 EXISTING EXPANSION JOINT BLOCK OUT JOINT W/FORM. (FORM TO BE REMOVED AFTER PLACING M.C. OVERLAY) TOP OF EXISTING CONCRETE DECK AFTER SCARIFYING
A
BACKER ROD CONTINUOUS EXTEND UP CURB
" "
"
SECTION
RETROFIT AT CURB & SIDEWALK
B XX
1"
SECTION
CONSTRUCTION STEP 4 TOP OF M.C. OVERLAY TOP OF SCARIFIED CONCRETE DECK
SECTION
EXPANSION JOINT MODIFICATION AT EXISTING BARRIER OR CURB
NOTE TO DESIGNER: CONSTRUCTION STEPS ARE FOR USE WHEN APPLYING A MODIFIED CONCRETE OVERLAY ONLY.
RAPID CURE SILICONE SEALANT TOP OF SIDEWALK PRIMER AS REQUIRED BY MANUFACTURER " EDGER (TYP.) MODIFIED CONCRETE OVERLAY (TYP.)
SECTION
CONSTRUCTION STEP 5
CONSTRUCTION STEPS:
1. REMOVE EXISTING POURED RUBBER & JOINT FILLER MATERIAL FROM EXPANSION JOINT. 2. CLEAN SIDES AND BOTTOM OF JOINT OPENING TO CLEAN AND SOUND CONCRETE.
"
"
MATCH EXISTING WIDTH BACKER ROD (BOND BREAKER)
3. BLOW JOINT OPENING WITH OIL-FREE COMPRESSED AIR TO REMOVE LAITANCE AND DEBRIS FROM REMOVAL OPERATIONS. 4. PLACE FORM IN EXISTING JOINT OPENING TO A HEIGHT LEVEL WITH THE FINAL ROADWAY ELEVATION. 5. PLACE MODIFIED CONCRETE OVERLAY TO FINAL RDW'Y ELEVATION. 6. REMOVE FORM FROM JOINT OPENING AND LIGHTLY SANDBLAST TO REMOVE ALL RESIDUE. MATCH EXISTING WIDTH
SECTION
STEPS 6-9
7. PLACE AN APPROPRIATELY SIZED BACKER ROD TO THE CORRECT DEPTH IN JOINT OPENING IN ACCORDANCE WITH SEALANT MANUFACTURER'S DIRECTIONS. 8. PLACE RAPID CURE SILICON SEALANT IN ACCORDANCE WITH MANUFACTURER'S DIRECTIONS.
1"
"
"
9.1-A3-1
Contents
Page
Sign and Luminaire Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-1 10.1.1 Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-1 10.1.2 Bridge Mounted Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-2 10.1.3 Monotube Sign Structures Mounted on Bridges . . . . . . . . . . . . . . . . . . . . . . . . 10.1-5 10.1.4 Monotube Sign Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-5 10.1.5 Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-8 10.1.6 Truss Sign Bridges: Foundation Sheet Design Guidelines . . . . . . . . . . . . . . . . 10.1-10 Bridge Traffic Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.1 General Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.2 Bridge Railing Test Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.3 Available WSDOT Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.4 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . At Grade Traffic Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.1 Median Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.2 Shoulder Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.3 Traffic Barrier Moment Slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.4 Precast Traffic Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Traffic Barrier Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.1 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.2 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.3 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.4 WSDOT Bridge Inventory of Bridge Rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.5 Available Retrofit Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.6 Available Replacement Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-1 10.2-1 10.2-1 10.2-2 10.2-5 10.3-1 10.3-1 10.3-2 10.3-2 10.3-4 10.4-1 10.4-1 10.4-1 10.4-1 10.4-2 10.4-2 10.4-2
10.2
10.3
10.4
10.5
Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5-1 10.5.1 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5-1 10.5.2 Railing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5-1 Bridge Approach Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.1 Notes to Region for Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.2 Approach Slab Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.3 Bridge Approach Slab Detailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.4 Skewed Approach Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.5 Approach Anchors and Expansion Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6.6 Approach Slab Addition or Retrofit to Existing Bridges . . . . . . . . . . . . . . . . . . . 10.6.7 Approach Slab Staging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6-1 10.6-1 10.6-2 10.6-2 10.6-2 10.6-4 10.6-4 10.6-6
10.6
10.7
Traffic Barrier on Approach Slabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7-1 10.7.1 Approach Slab over Wing Walls, Cantilever Walls or GeosyntheticWalls . . . . . 10.7-1 10.7.2 Approach Slab over SE Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7-3
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Page
10.8
Utilities Installed With New Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.1 General Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.2 Utility Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.3 Box/Tub Girder Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.4 Traffic Barrier Conduit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.5 Conduit Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8.6 Utility Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.9
Utility Review Procedure for Installation on Existing Bridges . . . . . . . . . . . . . . 10.9-1 10.9.1 Utility Review Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.9-2
10.10 Resin Bonded Anchors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.10-1 10.11 Drainage Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.11-1 Appendix 10.1-A0-1 Appendix 10.1-A1-1 Appendix 10.1-A1-2 Appendix 10.1-A1-3 Appendix 10.1-A2-1 Appendix 10.1-A2-2 Appendix 10.1-A2-3 Appendix 10.1-A3-1 Appendix 10.1-A3-2 Appendix 10.1-A3-3 Appendix 10.1-A4-1 Appendix 10.1-A4-2 Appendix 10.1-A4-3 Appendix 10.1-A5-1 Appendix 10.2-A1-1 Appendix 10.2-A1-2 Appendix 10.2-A1-3 Appendix 10.2-A2-1 Appendix 10.2-A2-2 Appendix 10.2-A2-3 Appendix 10.2-A3-1 Appendix 10.2-A3-2 Appendix 10.2-A3-3 Appendix 10.2-A4-1 Appendix 10.2-A4-2 Appendix 10.2-A4-3 Appendix 10.2-A5-1A Appendix 10.2-A5-1B Appendix 10.2-A5-2A Appendix 10.2-A5-2B Appendix 10.2-A5-3 Appendix 10.2-A6-1A Appendix 10.2-A6-1B Appendix 10.2-A6-2A Appendix 10.2-A6-2B Appendix 10.2-A6-3 Monotube Sign Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-A0-1 Monotube Sign Bridge Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-A1-1 Monotube Sign Bridge Structural Details 1 . . . . . . . . . . . . . . . . . . . 10.1-A1-2 Monotube Sign Bridge Structural Details 2 . . . . . . . . . . . . . . . . . . . 10.1-A1-3 Monotube Cantilever Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1-A2-1 Monotube Cantilever Structural Details 1 . . . . . . . . . . . . . . . . . . . . . 10.1-A2-2 Monotube Cantilever Structural Details 2 . . . . . . . . . . . . . . . . . . . . . 10.1-A2-3 Monotube Balanced Cantilever Layout . . . . . . . . . . . . . . . . . . . . . . . 10.1-A3-1 Monotube Balanced Cantilever Structural Details 1 . . . . . . . . . . . . . 10.1-A3-2 Monotube Balanced Cantilever Structural Details 2 . . . . . . . . . . . . . 10.1-A3-3 Monotube Sign Structures Foundation Type 1 Sheet 1 of 2 . . . . . . . . 10.1-A4-1 Monotube Sign Structures Foundation Type 1 Sheet 2 of 2 . . . . . . . . 10.1-A4-2 Monotube Sign Structures Foundation Types 2 and 3 . . . . . . . . . . . . . 10.1-A4-3 Monotube Sign Structure Single Slope Traffic Barrier Foundation . . . . 10.1-A5-1 Traffic Barrier Shape F Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . 10.2-A1-1 Traffic Barrier Shape F Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . 10.2-A1-2 Traffic Barrier Shape F Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . 10.2-A1-3 Traffic Barrier Shape F Flat Slab Details 1 of 3 . . . . . . . . . . . . . . . 10.2-A2-1 Traffic Barrier Shape F Flat Slab Details 2 of 3 . . . . . . . . . . . . . . . 10.2-A2-2 Traffic Barrier Shape F Flat Slab Details 3 of 3 . . . . . . . . . . . . . . . 10.2-A2-3 Traffic Barrier Single Slope Details 1 of 3 . . . . . . . . . . . . . . . . . . . 10.2-A3-1 Traffic Barrier Single Slope Details 2 of 3 . . . . . . . . . . . . . . . . . . . 10.2-A3-2 Traffic Barrier Single Slope Details 3 of 3 . . . . . . . . . . . . . . . . . . . 10.2-A3-3 Pedestrian Barrier Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A4-1 Pedestrian Barrier Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A4-2 Pedestrian Barrier Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2-A4-3 Traffic Barrier Shape F 42 Details 1 of 3 (TL-4) . . . . . . . . . . . . . 10.2-A5-1A Traffic Barrier Shape F 42 Details 1 of 3 (TL-5) . . . . . . . . . . . . . 10.2-A5-1B Traffic Barrier Shape F 42 Details 2 of 3 (TL-4) . . . . . . . . . . . . . 10.2-A5-2A Traffic Barrier Shape F 42 Details 2 of 3 (TL-5) . . . . . . . . . . . . . 10.2-A5-2B Traffic Barrier Shape F 42 Details 3 of 3 (TL-4 and TL-5) . . . . . . . 10.2-A5-3 Traffic Barrier Single Slope 42 Details 1 of 3 (TL-4) . . . . . . . . . . 10.2-A6-1A Traffic Barrier Single Slope 42 Details 1 of 3 (TL-5) . . . . . . . . . . 10.2-A6-1B Traffic Barrier Single Slope 42 Details 2 of 3 (TL-4) . . . . . . . . . . 10.2-A6-2A Traffic Barrier Single Slope 42 Details 2 of 3 (TL-5) . . . . . . . . . . 10.2-A6-2B Traffic Barrier Single Slope 42 Details 3 of 3 (TL-4 and TL-5) . . . 10.2-A6-3
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Contents
Page
Appendix 10.2-A7-1 Appendix 10.2-A7-2 Appendix 10.2-A7-3 Appendix 10.4-A1-1 Appendix 10.4-A1-2 Appendix 10.4-A1-3 Appendix 10.4-A1-4 Appendix 10.4-A1-5 Appendix 10.4-A2-1 Appendix 10.4-A2-2 Appendix 10.4-A2-3 Appendix 10.5-A1-1 Appendix 10.5-A1-2 Appendix 10.5-A2-1 Appendix 10.5-A2-2 Appendix 10.5-A3-1 Appendix 10.5-A3-2 Appendix 10.5-A4-1 Appendix 10.5-A4-2 Appendix 10.5-A5-1 Appendix 10.5-A5-2 Appendix 10.5-A5-3 Appendix 10.5-A5-4 Appendix 10.6-A1-1 Appendix 10.6-A1-2 Appendix 10.6-A1-3 Appendix 10.6-A2-1 Appendix 10.6-A2-2 Appendix 10.8-A1-1 Appendix 10.8-A1-2 Appendix 10.9-A1-1 Appendix 10.11-A1-1 Appendix 10.11-A1-2
Traffic Barrier Shape F Luminaire Anchorage Details . . . . . . . . . . . Traffic Barrier Single Slope Luminaire Anchorage Details . . . . . . . . Bridge Mounted Elbow Luminaire . . . . . . . . . . . . . . . . . . . . . . . . . . Thrie Beam Retrofit Concrete Baluster . . . . . . . . . . . . . . . . . . . . . . . Thrie Beam Retrofit Concrete Railbase . . . . . . . . . . . . . . . . . . . . . . . Thrie Beam Retrofit Concrete Curb . . . . . . . . . . . . . . . . . . . . . . . . . WP Thrie Beam Retrofit SL1 Details 1 of 2 . . . . . . . . . . . . . . . . . . . WP Thrie Beam Retrofit SL1 Details 2 of 2 . . . . . . . . . . . . . . . . . . . Traffic Barrier Shape F Rehabilitation Details 1 of 3 . . . . . . . . . . . . Traffic Barrier Shape F Rehabilitation Details 2 of 3 . . . . . . . . . . . . Traffic Barrier Shape F Rehabilitation Details 3 of 3 . . . . . . . . . . . . Bridge Railing Type Pedestrian Details 1 of 2 . . . . . . . . . . . . . . . . . . Bridge Railing Type Pedestrian Details 2 of 2 . . . . . . . . . . . . . . . . . . Bridge Railing Type BP Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type BP Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type S-BP Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type S-BP Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . Pedestrian Railing Details 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Pedestrian Railing Details 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Railing Type Chain Link Snow Fence . . . . . . . . . . . . . . . . . . Bridge Railing Type Snow Fence Details 1 of 2 . . . . . . . . . . . . . . . . Bridge Railing Type Snow Fence Details 2 of 2 . . . . . . . . . . . . . . . . Bridge Railing Type Chain Link Fence . . . . . . . . . . . . . . . . . . . . . . . Bridge Approach Slab Details 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . Bridge Approach Slab Details 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . Bridge Approach Slab Details 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . Pavement Seat Repair Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pavement Seat Repair Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Hanger Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Hanger Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Installation Guideline Details for Existing Bridges . . . . . . . . . Bridge Drain Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge Drain Modification for Types 2 thru 5 . . . . . . . . . . . . . . . . . .
10.2-A7-1 10.2-A7-2 10.2-A7-3 10.4-A1-1 10.4-A1-2 10.4-A1-3 10.4-A1-4 10.4-A1-5 10.4-A2-1 10.4-A2-2 10.4-A2-3 10.5-A1-1 10.5-A1-2 10.5-A2-1 10.5-A2-2 10.5-A3-1 10.5-A3-2 10.5-A4-1 10.5-A4-2 10.5-A5-1 10.5-A5-2 10.5-A5-3 10.5-A5-4 10.6-A1-1 10.6-A1-2 10.6-A1-3 10.6-A2-1 10.6-A2-2 10.8-A1-1 10.8-A1-2 10.9-A1-1 10.11-A11 10.11-A12
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Page 10-iv
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10.1.1Loads
C. Wind Loads A major change in the AASHTO 2001 Specification wind pressure equation is the use of a 3second gust wind speed in place of a fastest-mile wind speed used in the previous specification. The 3 second wind gust map in AASHTO is based on the wind map in ANSI/ASCE 7-95. Basic wind speed of 90 mph shall be used in computing design wind pressure using Equation 3-1 ofAASHTO Section3.8.1. Do not use the Alternate Method of Wind Pressures given in AppendixC of the AASHTO 2001 Specifications. 50 years for luminaire supports, overhead sign structures, and traffic signal structures. 10 years for roadside sign structures.
E. Ice Loads 3 psf applied around all the surfaces of structural supports, horizontal members, and luminaires, but applied to only one face of sign panels (AASHTO Section 3.7). Walk-through VMS shall not be installed in areas where appreciable snow loads may accumulate ontop of the sign, unless positive steps are taken to prevent snow build-up.
F. Fatigue Design Fatigue design shall conform to AASHTO Section 11. Fatigue Categories are listed in Table 111. Cantilever structures, poles, and bridge mounted sign brackets shall conform to the following fatiguecategories. Fatigue Category I for overhead cantilever sign structures (maximum span of 30 feet and no VMS installation), high level (high mast) lighting poles 100 feet or taller in height, bridge-mounted sign brackets, and all signal bridges. Fatigue Category II for high level (high mast) lighting poles between 51 feet and 99 feet in height. Fatigue Category III for lighting poles 50 feet or less in height with rectangular, square or non-tapered round cross sections, and overhead cantilever traffic signals at intersections (maximum cantilever length 65 feet). If vehicle speeds are posted at 45 mph or greater, then overhead cantilever traffic signal structures shall be designed for Fatigue Category I.
Page 10.1-1
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Sign bridges, cantilever sign structures, signal bridges, and overhead cantilever traffic signals mounted on bridges shall be either attached to substructure elements (e.g., crossbeam extensions) or tothe bridge superstructure at pier locations. Mounting these features to bridges as described above will help to avoid resonance concerns between the bridge structure and the signing or signal structure. The XYZ limitation shown in Table 10.1.4-2 shall be met for Monotube Cantilevers. The XYZ limitation consists of the product of the sign area (XY) and the arm from the centerline of the posts tothe centerline of the sign (Z). See Appendix 10.1-A2-1 for details.
G. Live Load A live load consisting of a single load of 500 lb distributed over 2.0 feet transversely to themember shall be used for designing members for walkways and platforms. The load shall be applied at the most critical location where a worker or equipment could be placed, see AASHTO 2001, Section3.6. F. Group Load Combinations Sign, luminaire, and signal support structures are designed using the maximum of the following four load groups (AASHTO Section3.4 and Table 3-1):
Group Load I II III IV Load Combination DL DL+W** DL+Ice+(W**) Fatigue Percent of *Allowable Stress 100 133 133 See AASHTO Section11 for Fatigue loads and stress range
* No load reduction factors shall be applied in conjunction with these increased allowable stresses. ** W Wind Load
Figure 10.1.2-1
Page 10.1-2 WSDOT Bridge Design Manual M 23-50.12 August 2012
Chapter 10
B. Geometrics 1. Signs should be installed at approximate right angles to approaching motorists. For structures above a tangent section of roadway, signs shall be designed to provide a sign skew within 5 fromperpendicular to the lower roadway (see Figure 10.1.2-2).
Sign Skew on Tangent Roadway
Figure 10.1.2-2
2. For structures located on or just beyond a horizontal curve of the lower roadway, signs shall be designed to provide a sign chord skew within 5 from perpendicular to the chord-point determined by the approach speed (see Figure 10.1.2-3). 3. The top of the sign shall be level.
Page 10.1-3
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Figure 10.1.2-4
C. Aesthetics 1. When possible, the support structure should be hidden from view of traffic. 2. The sign support shall be detailed in such a manner that will permit the sign and lighting bracket to be installed level. 3. When the sign support will be exposed to view, special consideration is required in determining member sizes and connections to provide as pleasing an appearance as possible. D. Sign Placement 1. When possible, the designer should avoid locating signs under bridge overhangs. This causes partial shading or partial exposure to the elements and problems in lifting the material into position and making the required connections. Signs shall never be placed directly under the dripline of the structure. These conditions may result in uneven fading, discoloring, and difficulty in reading. When necessary to place a sign under a bridge due to structural or height requirements, the installation should be reviewed by the Region Traffic Design Office. 2. A minimum of 2 inches of clearance shall be provided between back side of the sign support andedge of the structure. See Figure10.1.2-5.
Chapter 10
E. Installation 1. Resin bonded anchors or cast-in-place ASTM A 307 anchor rods should be used to install the sign brackets on the structure. Size and minimum installation depth shall be given in the plans. Theresin bonded anchors should be installed normal to the concrete surface. Resin bonded anchors shall not be placed through the webs or flanges of presstressed or post-tensioned girders unless approved by the WSDOT Bridge Design Engineer. 2. Bridge mounted sign structures shall not be placed on bridges with steel superstructures unless approved by the WSDOT Bridge Design Engineer.
B. Vertical Clearance Vertical clearance for Monotube Sign Structures shall be 20-0 minimum from the bottom of thelowest sign to the highest point in the traveled lanes. See Appendix 10.1-A1-1, 10.1A2-1, and 10.1-A3-1 for sample locations of Minimum Vertical Clearances. C. Geometrics Sign structures shall be placed at approximate right angles to approaching motorists. Dimensionsand details of sign structures are shown in the Standard Plans G-60.10, G-60.20, G-60.30, G-70.10, G-70.20, G-70.30 and Appendix 10.1-A1-1, 2, and 3 and 10.1-A2-1,2, and3. When maintenance walkways are included, refer to Standard Plans G-95.10, G-95.20, G-95.30.
Page 10.1-5
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POSTS "H" 30'-0" OR LESS 30'-0" OR LESS 30'-0" OR LESS 30'-0" OR LESS 30'-0" OR LESS 30'-0" OR LESS 30'-0" OR LESS "A"
BEAM A "B"
"T2"
"C"
1'-6" 2'-0" 1/2" 6'-0" 2'-0" 2'-0" 3/8" 1'-6" 1'-6" 1'-9" 1'-9" 2'-0" 2'-0"
9'-0" TO 2'-3" 1/2" 6'-0" 2'-3" 2'-0" 3/8" 14'-0" 14'-0" TO 2'-3" 5/8" 6'-0" 2'-3" 2'-0" 3/8" 19'-0" 19'-0" TO 2'-6" 5/8" 6'-0" 2'-6" 2'-3" 1/2" 26'-6" 26'-6" TO 2'-6" 5/8" 6'-0" 2'-6" 2'-3" 1/2" 34'-0" 34'-0" TO 2'-6" 5/8" 6'-0" 2'-6" 2'-6" 1/2" 41'-6" 41'-6" TO 2'-6" 5/8" 6'-0" 2'-6" 2'-6" 1/2" 49'-0"
"L3" "B" "C" "T2" 13'-0" TO 2'-0" 2'-0" 3/8" 2'-0" 2'-0" 3/8" 48'-0" 30'-0" TO 2'-3" 2'-0" 3/8" 2'-3" 2'-0" 3/8" 35'-0" 35'-0" TO 2'-3" 2'-0" 3/8" 2'-3" 2'-0" 3/8" 40'-0" "C" "T2" 2'-6" 2'-3" 1/2" 2'-6" 2'-3" 1/2" 2'-6" 2'-6" 1/2" 2'-6" 2'-6" 1/2" 40'-0" 40'-0" 40'-0" 40'-0" 2'-6" 2'-3" 1/2" 2'-6" 2'-3" 1/2" 2'-6" 2'-6" 1/2" 2'-6" 2'-6" 1/2"
BEAM C
POST BASE
"S1" 5 6 6 7 7 7 7
BOLTED SPLICE #1 L1 TO L2 AND L1 TO L3 "S2" "S3" "S4" "T4" 5 5 5 6 6 7 7 2" 2" 2" 2" 2" 2" 2" "T5" 5/8" 5/8" 5/8" 5/8" 5/8" 5/8" 5/8" "S1" 6 6 7 7 7 7
"S5" "S6" "T3" "T6" 4 4 4 4 4 4 4 4 4 4 5 5 5 5 2 1 / 4 " 3/4" 2 / 4 " 3/4" 2 / 2 " 3/4" 2 /2" 21/2" 21/2" 2 /2"
1 1 1 1
"T5" -
MAXIMUM SIGN AREA 500 SQ. FT. 600 SQ. FT. 750 SQ. FT. 750 SQ. FT. 850 SQ. FT. 800 SQ. FT. 800 SQ. FT.
NOTE:
DENOTES MAIN LOAD CARRYING TENSILE MEMBERS OR TENSION COMPONENTS OF FLEXURAL MEMBERS.
Table 10.1.4-1
"C"
BEAM B "T2" " " "L2" 14'-0" 14'-0" TO 24'-0" "B" 2'-0" 2'-0"
2'-0" 2'-0"
POST BASE
SIGN AREA "XYZ" "S" "D1" "S5" "S6" "T3" "T6" "S1" "S2" "S3" "S4" "T4" "T5" LESS THAN 168 SQ. FT. 2604 C.F. 1" 4 4 2" " 5 5 2" " 20'-0" 20'-0" TO 252 SQ. FT. 4410 C.F. 2" 4 4 2" " 5 3 5 3 2" " 30'-0" NOTE: DENOTES MAIN LOAD CARRYING TENSILE MEMBERS OR TENSION COMPONENTS OF FLEXURAL MEMBERS.
BOLTED SPLICE
Table 10.1.4-2
Page 10.1-6
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C. Balanced Cantilever Standard Design Appendix 10.1-A3-1; along with the Structural Detail sheets, Appendix 10.1-A3-2 and Appendix 10.1-A3-3, and General Notes, Appendix 10.1-A0-1, provides the standard structural design information to be used for a Balanced Cantilever Layout, Balanced Cantilevers are typically for VMS sign applications and shall have the sign dead load balanced with a maximum difference one third totwo thirds distribution. D. Monotube Sheet Guidelines The following guidelines apply when using the Monotube Sign Structure Appendix 10.1-A0-1; 10.1-A1-1, 2, and 3; 10.1-A2-1, 2, and 3; 10.1-A3-1, 2, and 3; 10.1A4-1, 2, and 3; and 10.1-A5-1. 1. Each sign structure shall be detailed and must specify: a. Sign structure base Elevation, Station, and Number. b. Type of Foundation 1, 2, or 3 shall be used for the Monotube Sign Structures, unless aspecial design is required. The average Lateral Bearing Pressure for each foundation shall be noted on the Foundation sheet(s). c. If applicable, label the Elevation View Looking Back on Stationing. 2. Designers shall verify the cross-referenced page numbers and details are correct. E. Monotube Quantities Quantities for structural steel are given in Table 10.1.4-3.
Sign Structure Material Quantities Cantilever
ASTM A572 GR. 50 or ASTM 588
20' <
99 431 116 116 209 482 -60 18 30 175 217
20' to 30'
132 490 116 116 204 482 -60 18 30 175 216
Balanced
132 490 116 116 115 482 -60 18 30 175 216
60' <
132 490 116 116 204 482 -60 18 30 175 --
60' to 75'
144 578 124 124 238 692 615 65 18 30 185 --
Post (plf) Base PL (ea) Beam, near Post (plf) Span Beam (plf) Corner Stiff. (ea set) Splice Pl #1 (1pr) Splice Pl #2 (1pr) Brackets (ea) 6" Hand Hole (ea) 6" x 11" Hand Hole (ea) Anchor Bolt PL (ea) Seal Plates (1 bridge)
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10.1.5Foundations
A. Monotube Sign Bridge and Cantilever Sign Structure Foundation Types The Geotechnical Branch shall be consulted as to which foundation type is to be used. Standard foundation designs for standard plan truss-type sign structures are provided in WSDOT Standard Plans G-60.20 and G-60.30 and G-70.20 and G-70.30; and in Section10.1.5 of this manual. The following paragraphs describe the four types of foundations detailed in thissection. 1. The Foundation Type 1, a drilled shaft, is the preferred foundation type. The standard drilledshafts are designed for a lateral bearing pressure of 2,500 psf. See Appendix 10.1A41 and 10.1-A42 for Foundation Type 1 standard design information. The Geotech report forthisfoundation should include the soil friction angle and if temporary casing is required for shaftconstruction, in additional to the allowable lateral bearing pressures. When the Geotechnical engineer specifies temporary casing, it shall be clearly shown on shaft plans, foreach requiredshaft. 2. The Foundation Type 2 is an alternate to Type 1 when drilled shafts are not suitable to the site. Foundation Type 2 is designed for a lateral bearing pressure of 2,500 psf. See Appendix10.1A43 for Foundation Type 2 standard design information. 3. The Foundation Type 3 replaces the foundation Type 2 for poor soil conditions where the lateral bearing pressure is between 2,500 psf and 1,500 psf. See Appendix10.1-A4-3 for Type3 Foundation standard design information. 4. Barrier Foundations are foundations that include a barrier in the top portion of Foundation Types 1, 2, and 3. Foundation details shall be modified to include Barrier Foundation details. Appendix10.1-A5-1 details a single slope barrier. B. Luminaire, Signal Standard, and Camera Pole Foundation Types Luminaire foundation options are shown on Standard Plan J-28.30. Signal Standard and Camera Pole foundation options are provided on Standard Plans J-26.10 and J-29.10 respectively. C. Foundation Design Shaft type foundations constructed in soil for sign bridges, cantilever sign structures, luminaires, signal standards and strain poles are designed per the current edition of the AASHTO Standard Specifications For Highway Signs, Luminaires, and Traffic Signals; Section13.10; Embedment of Lightly Loaded Small Poles And Posts. This design method assumes the presence of uniform soil properties with depth, including a single value for Allowable Lateral Bearing Pressure. For foundation locations with multiple soil layers within the anticipated foundation depth (and multiple values of allowable lateral bearing pressure), consideration should be given to using a single weighted average value of allowable lateral bearing pressure for design. For foundation locations where a soft soil (with low allowable lateral bearing pressures) is overlaid by a stronger soil (with higher allowable lateral bearing pressures), the foundation can be conservatively designed for the lower allowable lateral bearing pressure value. This design method accounts for the lateral loads applied to the foundation due to the soil pressure (increasing with depth) and the lateral loads applied from the structure above. An additional increase in lateral resistance should not be added for increasing soil lateral pressures with depth. No provisions for foundation torsional capacity are provided in Section 10.13 of the AASHTO Standard Specifications For Highway Signs, Luminaires, and Traffic Signals. The following approach can be used to calculate torsional capacity of sign structure, luminaire, and signal standardfoundations: Torsional Capacity, Tu,
Tu = F*tanD 10.1.5(1)
Where: F = Total force normal to shaft surface (kip) D = Diameter of shaft (feet) = Soil friction angle (degree), use smallest for variable soils
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1. Monotube Sign Bridge and Cantilever Sign Structures Foundation Type 1 Design The standard embedment depth Z, shown in the table on Appendix 10.1-A4-1, shall be used asa minimum embedment depth and shall be increased if the shaft is placed on a sloped surface, or if the allowable lateral bearing pressures are reduced from the standard 2500 psf. The standard depth assumed that the top 4feet of the C.I.P. cap is not included in the lateral resistance (i.e., shaft depth D in the code mentioned above), but is included in the overturning length of the sign structure. Bridge Special Provisions 210201A1.GB8, 210501.GB8, and 210309F2.FB8 shall be included with all Foundation Type 1 shafts. 2. Monotube Sign Bridge and Cantilever Structures Foundation Type 2 and 3 T hese foundation designs are standards and shall not be adjusted or redesigned. They are used in conditions where a Foundation Type 1 (shaft) would be impractical due to difficult drilling or construction and when the Geotechnical Engineer specifies their use. The concept is that the foundation excavation would maintain a vertical face in the shape of the Foundation Type 2 or 3. Contractors often request to over-excavate and backfill the hole, after formwork has been used toconstruct this foundation type. This is only allowed with the Geotechnical engineer's approval, if the forming material is completely removed, and if the backfill material is either CDF or concrete class 3000 or better. 3. Monotube Sign Bridge and Cantilever Structures Special Design Foundations T he Geotechnical Engineer will identify conditions where the foundation types (1, 2, or 3) will not work. In this case, the design forces are calculated, using the AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires, and traffic Signals, and applied at the bottom of the structure base plate. These forces are then considered service loads and the special design foundation is designed with the appropriate Service, Strength, and Extreme Load Combination Limit States and current design practices of the AASHTO LRFD Bridge Design Specifications and this manual. Some examples of these foundations are spread footings, columns and shafts that extend above ground adjacent to retaining walls, or connections to traffic barriers on bridges. The anchor rod array shall be used from Tables 10.1.4-1 and 10.1.4-2 of this manual and shall be long enough to develop the rods into the confined concrete core of the foundation. The rod length and the reinforcement for concrete confinement, shown in the top fourfeet of the Foundation Type 1, shall be used as a minimum. 4. Signal Foundation Design B ridge Special Provisions 20021.GB8, 20051.GB8, and 20034041. FB8 shall be included with these foundation designs when specified by the Geotechnical engineer. D. Foundation Quantities 1. Barrier quantities are approximate and can be used for all Foundation Types: Class 4000 Concrete Grade 60 rebar 7.15 CY (over shaft foundation) 372 lbs
2. Miscellaneous steel quantities (anchor rods, anchor plate, and template) for all Monotube Sign Structure foundation types are listed below (per foundation). Quantities vary with span lengths asshown. 60feet and under 61feet to 90feet 91feet to 120feet 121feet to 150feet = 1,002 pounds = 1,401 pounds = 1,503 pounds Barrier mounted sign bridge not recommended for these spans.
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3. Monotube Sign Bridge and Cantilever Sign Structure Type 1-3 Foundation quantities for concrete, rebar and excavation are given in Table 10.1.5-1. For Sign Bridges, the quantities shown below are for one foundation and there are two foundations per Sign Bridge. If the depth Z shown in the table on Appendix 10.1-A4-1 is increased, these values should be recalculated.
Sign Structure Foundation Material Quantities Cantilever Signs Concrete Cl. 4000 (cu. yard) Type 1 Type 2 Type 3 Rebar Gr. 60 Pounds Type 1 Type 2 Type 3 Excavation (cu. yard) Type 1 Type 2 Type 3 9.8 20.7 29.0 10.9 25.7 34.6 10.9 24.6 32.9 12.8 29.0 39.0 14.1 32.9 44.0 14.9 34.6 47.8 685 772 917 1,027 1,233 1,509 1,168 1,190 1,421 2,251 1,724 2,136 3,256 2,385 2,946 4,255 2,838 3,572 20 and Under 6.3 8.0 11.1 20 30 7.5 10.5 14.1 60 and Under 7.7 10.0 13.0 Sign Bridges 60 90 9.4 12.2 16.1 90 120 120 150 10.6 14.1 18.6 11.4 15.0 20.0
Table 10.1.5-1
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Figure 10.2.3-1
Texas T-411
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C. Traffic Barrier 32 Shape F (TL-4) This configuration was crash tested in the late 1960s, alongwith the New Jersey Shape, under NCHRP 230 and again at this test level under NCHRP 350. The steeper vertical shape tested better than the New Jersey face and had less of an inclination to roll vehicles over upon impact. The 3 toe of the traffic barrier is the maximum depth that an ACP orHMA overlay can be placed. For complete details see Appendix 10.2-A1 and A2. D. Traffic Barrier 34 Single Slope (TL-4) This concrete traffic barrier system was designed by the state of California in the 1990s to speed up construction by using the slip forming method of construction. It was tested under NCHRP 350. WSDOT has increased the height from 32 to 34 to match the approach traffic barrier height and to allow the placement of one HMA overlay. Due to inherent problems with the slip forming method of traffic barrier construction WSDOT has increased theconcrete cover on the traffic side from 1 to 2. For complete details, seeAppendix10.2-A3.
E. Pedestrian Barrier (TL-4) This crash tested rail system offers a simple to build concrete alternative to the New Jersey and F-Shape configurations. This system was crash tested under bothNCHRP 230 and 350. Since the traffic face geometry is better for pedestrians and bicyclists, WSDOT uses this system primarily in conjunction with a sidewalk. For complete details, see Appendix 10.2-A4.
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F. Oregon 3-Tube Curb Mounted Traffic Barrier (TL-4) This is another crash tested traffic barrier that offers a lightweight, see-through option. This system was crash tested under both NCHRP230 and 350. A rigid thrie beam guardrail transition is required at the bridge ends. For details, see the Oregon Bridge and Structure website at http://egov.oregon.gov/odot/hwy/engservices/bridge_ drawings.shtml#bridge_200___bridge_rails.
32 Vertical
Figure 10.2.3-3
Oregon 3-Tube
G. Traffic Barrier 42 Shape F (TL-4 and TL-5) This barrier is very similar to the 32 F-shape concrete barrier in that the slope of the front surface is the same except for height. For complete details, see Appendix 10.2-A5.
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H. Traffic Barrier 42 Single Slope (TL-4 and TL-5) This option offers a simple to build alternative to the Shape F configuration. For complete details see Appendix 10.2-A6.
42 F-Shape
42 Single Slope
Figure 10.2.3-4
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The deck overhang shall be designed in accordance with the requirements of AASHTO LRFD A13.4.2 to provide a flexural resistance Ms, acting coincident with the tensile force T. At the inside face of the barrier Ms may be taken as: Rw H for an interior barrier segment - Ms = LC + 2 H Rw H LC + H However, Ms need not be taken greater than Mc at the base. T shall be taken as: Rw for an interior barrier segment - T = LC + 2 H and for an end barrier segment - Ms = Rw LC + H The end segment requirement may be waived if continuity between adjacent barriers is provided. and for an end barrier segment - T = When an HMA overlay is required for initial construction, increase the weight for Shape F traffic barrier. See Section 10.2.4.C for details.
B. Geometry The traffic face geometry is part of the crash test and shall not be modified. Contact the WSDOT Bridge and Structure Office Traffic Barrier Specialist for furtherguidance. Thickening of the traffic barrier is permissible for architectural reasons. Concrete clear cover must meet minimum concrete cover requirements but can be increased to accommodate rustication grooves or patterns.
C. Standard Detail Sheet Modifications When designing and detailing a bridge traffic barrier on asuperelevated bridge deck the following guidelines shall be used: For bridge decks with a superelevation of 8% or less, the traffic barriers (and the median barrier, if any) shall be oriented perpendicular to the bridge deck. For bridge decks with a superelevation of more than 8%, the traffic barrier on the low side of the bridge (and median barrier, if any) shall be oriented perpendicular to an 8% superelevated bridge deck. For this situation, the traffic barrier on the high side of the bridge shall be oriented perpendicular to the bridge deck. The standard detail sheets are generic and may need to be modified for each project. The permissible modifications are: Removal of the electrical conduit, junction box, and deflection fitting details. Removal of design notes. If the traffic barrier does not continue on to a wall, remove W1 and W2 rebar references. Removal of the non-applicable guardrail end connection details and verbiage. If guardrail is attached to the traffic barrier use either the thrie beam design F detail or the W-beam design F detail. If the traffic barrier continues off the bridge, approach slab, or wall, remove the following: Guardrail details from all sheets. Conduit end flare detail. Modified end section detail and R1A or R2A rebar details from all sheets. End section bevel. Increase the 3 toe dimension of the Shape F traffic barriers up to 6 to accommodate HMAoverlays.
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Parameters Average Mc (ft-kips/ft) Mc at Base (ft-kips/ft) Traffic Barrier Design Mw (ft-kips) Lc (ft) Rw (kips) Ft (kips) 1.2*Ft (kips) Deck Overhang Design Design Rw (kips) Rw*H/(Lc+aH) (ft-kips/ft)** Design Ms (ft-kips/ft) Design T (kips/ft) As required (in2/ft) As provided (in2/ft) S1 Bars
Type F 32 in. (TL-4) Interior End* 20.55 20.55 27.15 42.47 8.62 132.82 54.00 64.80 64.80 12.39 12.39 4.65 0.29
BarrierImpactDesignForcesonTrafficBarrier&DeckOverhang Single Slope 42 in. Single Slope 34 in. Type F 42 in. (TL-4) (TL-4) (TL-4) Interior End* Interior End* Interior End* 19.33 19.33 25.93 25.93 22.42 22.42 27.15 26.03 26.03 32.87 32.87 30.66 30.66 46.04 4.76 73.32 54.00 64.80 64.80 23.28 23.28 8.73 0.57 46.01 9.30 126.92 54.00 64.80 64.80 12.27 12.27 4.33 0.30 43.16 4.81 65.69 54.00 64.80 64.80 24.01 24.01 8.47 0.59 72.54 10.77 159.62 54.00 64.80 64.80 12.76 12.76 3.65 0.23 71.72 5.32 78.83 54.00 64.80 64.80 25.72 25.72 7.35 0.47 60.66 10.63 136.17 54.00 64.80 64.80 12.86 12.86 3.68 0.26 57.26 5.21 66.81 54.00 64.80 64.80 26.03 26.03 7.44 0.54
Type F 42 in. (TL-5) Interior End* 29.09 29.09 36.89 98.23 14.51 241.26 124.00 148.80 148.80 24.21 24.21 6.92 0.44 36.89 96.93 9.26 153.91 124.00 148.80 148.80 40.82 36.89 11.66 0.68
Single Slope 42 in. (TL-5) Interior End* 25.14 25.14 34.41 83.85 14.46 207.70 124.00 148.80 148.80 24.27 24.27 6.93 0.51 34.41 79.12 9.20 132.12 124.00 148.80 132.12 36.42 34.41 10.41 0.73
0.41 0.62 0.41 0.62 0.41 0.62 0.67 0.76 0.67 0.76 0.41 0.62 #5 @ 9 in #5 @ 6 in #5 @ 9 in #5 @ 6 in #5 @ 9 in #5 @ 6 in #5 @ 9 in #5 @ 6 in #6 @ 8 in #6 @ 7 in #6 @ 8 in #6 @ 7 in
*Traffic barrier cross sectional dimensions and reinforcement used for calculation of end segment parameters are the same as interior segments. Parameters for modified end
segments shall be calculated per AASHTO-LRFD article A13.3, A13.4, and the WSDOT BDM.
**a = 1 for an end segment and 2 for an interior segment Loads are based on vehicle impact only. For deck overhang design, the designer must also check other limit states per LRFD A13.4.1.
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D. Miscellaneous Design Information Show the back of pavement seat in the Plan Traffic Barrier detail. At roadway expansion joints, show traffic barrier joints normal to centerline except as shown on sheets in Chapter 9 Appendix 9.1-A1-1 and A2-1. When an overlay is required the 2-8 minimum dimension shown in the Typical Section Traffic Barrier shall be referenced to the top of the overlay. When bridge lighting is part of the contract include the lighting bracket anchorage detailsheet. Approximate quantities for the traffic barrier sheets are:
Barrier Type 32 F-shape (3 toe) 32 F-shape (6 toe) 34 Single Slope 42 F-shape (3 toe) 42 F-shape (6 toe) 42 Single Slope 32 Pedestrian Concrete Weight (lb/ft) 455 510 490 710 765 670 640* Steel Weight (lb/ft) 18.6 19.1 16.1 25.8 28.4 22.9 14.7
Using concrete class 4000 with a unit weight of 155 lb/ft3 *with 6 sidewalk, will vary with sidewalk thickness
Steel Reinforcement Bars: S1 & S2 or S3 & S4 and W1 & W2 bars (if used) shall be included in the Bar List. S1, S3, and W1 bars shall be epoxy coated.
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W ha = Moment Arm
Top of Barrier to Point of Rotations
La C.G.
Pavement Overburden
P
Varies with Wall Type
Lw
B. Guidelines for Moment Slab Design 1. Structural Capacity The structural capacity of the barrier and concrete moment slab shall be designed using impulse Traffic Loads (TL-3, TL-4, TL-5) in accordance with Sections 5 and 13 of AASHTO LRFD Bridge Design Specifications. Any section along the moment slab should not fail in shear, bending, or torsion when the barrier is subjected to the design impact load. Themoment slab reinforcement shall be designed to resist forces developed at the base of the barrier. The torsion capacity of the moment slab must be equal to or greater than the traffic barriermoment generated by the specified TL impulse load (TL-3, TL-4, TL-5) applied to the top of thebarrier. 2. Global Stability Sliding and overturning stability of the moment slab shall be based on an Equivalent Static Load (ESL) applied to the top of the traffic barrier. For TL-3 and TL-4 barrier systems, the ESL shall be 10 kips. For TL-5 barrier systems, the ESL shall be 23 kips. The Equivalent Static Load (ESL) is assumed to distribute over the length of the moment slab through rigid body behavior. Any coupling between adjacent moment slabs or friction that may exist between free edges of the moment slab and the surrounding soil should be neglected.
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3. Minimum and Maximum Dimensions Moment slabs shall have a minimum width of 4.0feet measured from the point of rotation to the heel of the slab and a minimum average depth of 0.83feet. Moment slabs meeting these minimum requirements are assumed to provide rigid body behavior up to a length of 60 feet for end barrier and interior barrier impacts. Rigid body behavior may be increased from 60 feet to a maximum of 120 feet if the torsional rigidity constant of the moment slab is proportionately increased and the reinforcing steel is designed to resist combined shear, moment, and torsion from TL impulse loads. For example: Rigid Body Length = (J/J60)x(60 ft.) < 120 feet The torsional rigidity constant for moment slabs shall be based on a solid rectangle using the following formula:
where: 2a = total width of moment slab 2b = average depth of moment slab For example: Minimum Moment Slab Width = 48 inches: a = 24 inches Minimum Moment Slab Average Depth = 10 inches: b = 5 inches J = J60 = 13,900 in4
4. Sliding of the Barrier The factored static resistance to sliding (P) of the barrier-moment slabsystem along its base shall satisfy the following condition (Figure 2). P Ls where: Ls = equivalent static load (10 kips for TL-3 and TL-4) (23 kips for TL-5) = resistance factor (0.8) Supersedes AASHTO 10.5.5.3.3Other Extreme Limit States = load factor (1.0) for TL-3 and TL-4 [crash tested extreme event] load factor (1.2) for TL-5 [untested extreme event] P = static resistance (kips) P shall be calculated as: (1)
P = W tan r where: W = weight of the monolithic section of barrier and moment slab between joints or assumed length of rigid body behavior whichever is less, plus any material laying on top of the moment slab r = friction angle of the soil on the moment slab interface ()
(2)
If the soil-moment slab interface is rough (e.g., cast in place), r is equal to the friction angle of the soil s. If the soil-moment slab interface is smooth (e.g., precast), tan r shall be reduced accordingly (0.8 tan s).
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5. Overturning of the Barrier The factored static moment resistance (M) of the barrier-moment slab system to over-turning shall satisfy the following condition (Figure 1). The factored static moment resistance (M) of the barrier-moment slab system to overturning shall satisfy the following condition (Figure 1). M Ls ha where: (3)
A = point of rotation, where the toe of the moment slab makes contact with compacted backfill adjacent to the fascia wall Lw = width of moment slab Ls = equivalent static load (10 kips for TL-3 and TL-4) (23 kips for TL-5) = resistance factor (0.5) Supersedes AASHTO 10.5.5.3.3Other Extreme Limit States and NCHRP Report 663 = load factor (1.0) for TL-3 and TL-4 [crash tested extreme event] load factor (1.2) for TL-5 [untested extreme event] ha = moment arm taken as the vertical distance from the point of impact due to the dynamic force (top of the barrier) to the point of rotation A M = static moment resistance (kips-ft) M shall be calculated as: M = W (La) (4) W = weight of the monolithic section of barrier and moment slab between joints or assumed length of rigid body behavior whichever is less, plus any material laying on top of the moment slab La = horizontal distance from the center of gravity of the weight W to point of rotation A The moment contribution due to any coupling between adjacent moment slabs, shear strength of the overburden soil, or friction which may exist between the backside of the moment slab and the surrounding soil should be neglected.
C. Guidelines for the Soil Reinforcement Design of the soil reinforcement shall be in accordance with the WSDOT Geotechnical Design Manual M 46-03, Chapter 15. D. Design of the Wall Panel The wall panels shall be designed to resist the dynamic pressure distributions as defined in the WSDOT Geotechnical Design Manual, Chapter 15. The wall panel shall have sufficient structural capacity to resist the maximum design rupture load for the wall reinforcement designed in accordance with the WSDOT Geotechnical Design Manual, Chapter15. The static load is not included because it is not located at the panel connection.
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3. For temporary applications, the traffic barrier shall not be placed closer than 9 inches or 6inches to the edge of a bridge deck or substantial drop-off and shall be anchored (see WSDOT Standard Plans K-80.35 and K-80.37). 4. The traffic barrier shall not be used to retain soil that is sloped or greater than the barrier height orsoil that supports a traffic surcharge. B. Concrete Barrier Type 4 and Alternative Temporary Concrete Barrier Concrete Barrier Type 4 (see the WSDOT Standard Plan C-8a), is not a free standing traffic barrier. This barrier shall be placed against a rigid vertical surface that is at least as tall as the traffic barrier. In addition, Alternative Temporary Concrete Barrier Type 4 Narrow Base (WSDOT Standard Plan K-80.30) shall be anchored to the bridge deck as shown in WSDOT Standard Plan K-80.37. The Concrete Barrier Type 4 and Alternative Temporary Concrete Barrier are not designed for soilretention.
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10.4.2Guidelines
A strength and geometric review is required for all bridge rail rehabilitation projects. If the strength of the existing bridge rail is unable to resist an impact of 10 kips or has notbeen crash tested, then modifications or replacement will be required to improve its redirectional characteristics and strength. Bridges that have deficient bridge traffic barriers were designed to older codes. The AASHTO LFD load of 10 kips shall be used in the retrofit of existing traffic barrier systems constructed prior to the year 2000. The use of the AASHTO LRFD criteria to design traffic barrier rehabs will result in a bridge deck that has insufficient reinforcement to resist moment from a traffic barrier impact load and will increase the retrofit cost due to expensive deck modifications.
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C. Pedestrian Railing This railing is designed to sit on top of a six-inch curb on the exterior of a bridge sidewalk. Itmeets the bicycle height requirements of 54. For complete details see Appendix10.5-A4. D. Bridge Railing Type Chain Link Snow Fence and Bridge Railing Type Snow Fence This railing is designed to prevent large chunks of plowed snow from falling off the bridge on to traffic below. Forcomplete details see Appendix 10.5-A5-1 through 10.5-A5-3. E. Bridge Railing Type Chain Link Fence This railing is designed to minimize the amount of objects falling off the bridge on to traffic below. For complete details see Appendix 10.5-A5-4.
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The roadway end of the approach may be stepped to reduce the size or to accommodate staging construction widths. A general rule of thumb is that if the approach slab area can be reduced by 50SY or more, then the slab should be stepped. At no point should the roadway end of the approach slab be closer than 25 to the bridge. These criteria apply to both new and existing bridge approach slabs. If stepped, thedesign should provide the absolute minimum number of steps and the longitudinal construction joint shall be located on a lane line. See Figure 10.6.4-1 for clarification.
In addition, for bridges with traffic barriers and skews greater than 20, the AP8 bars shall be rotated inthe acute corners of the bridge approach slabs. Typical placement is shown in the flared corner steel detail, Figure 10.6.4-2.
Skewed Approach
Figure 10.6.4-1
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When pinning is not applicable, then the approach slab must be attached to the bridge with approach anchors. If the existing pavement seat is less than 10 inches, the seat shall be replaced with an acceptable, wider pavement seat. The Bridge Design Engineer may modify this requirement on a site-specific basis. Generic pavement seat repair details are shown in Appendix 10.6-A2-1 for a concrete repair and Appendix 10.6-A2-2 for a steel T-section repair. These sheets can be customized for the project and addedto the Bridge Plans. When an approach slab is added to an existing bridge, the final grade of the approach slab concrete shall match the existing grade of the concrete bridge deck or concrete slab, including bridges with asphalt pavement. The existing depth of asphalt on the bridge must be shown in the Plans and an equal depth ofasphalt placed on a new approach slab. If the existing depth of asphalt is increased or decreased, the final grade must also be shown on the Plans.
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Figure 10.7-1
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Figure 10.7.2-1
Figure 10.7.2-2
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General Notes and Design Criteria for Utility Installations to Existing Bridges
General Notes
All materials and workmanship shall be in accordance with the requirements of the state of Washington, Department of Transportation, Standard Specifications for Road, Bridge, and Municipal Construction, current edition. The utility conduits shall be labeled in accordance with Section 6-01.10. All steel in utility supports, including fastenings and anchorages, shall be galvanized in accordance with AASHTO M-111 or M-232 (ASTM A-123 or A-153 respectively). All utilities and utility support surfaces, including any galvanized utilities, shall be given a primer coat of state standard formula A-6-86 and two coats of state standard formula C-9-86. The final coat shall match the bridge color. Galvanized metal or aluminum utilities completely hidden from public view may be exempted from the above painting requirements. Any painted surfaces damaged during construction shall be cleaned and painted as noted above. Any paint splatters shall be removed from the bridge. Appearance of the utility installation shall be given serious consideration in all cases. Where possible, the utility installation shall be hidden from public view. The notes and criteria explained here are presented as a guide only. Each proposed utility installation shall be submitted to the Department of Transportation for approval on an individual basis. Compliance with these criteria does not assure approval, nor does variance from these criteria, for reasonable cause, necessarily exclude approval.
Design Criteria
1. Pipelines carrying volatile fluids through a bridge superstructure shall be designed by the utility company in accordance with WAC 480-93, Gas Companies - Safety, and Minimum Federal Safety Standard, Title 49 Code of Federal Regulations (CFR) Section part 192. WAC 468-34-210, Pipelines - Encasement, describes when casing is required for carrying volatile fluids across structures. Generally, casing is not required for pipelines conveying natural gas per the requirements of WAC 468-34-210. If casing is required, then WAC 468-34-210 and WAC 480-93-115 shall be followed. Utilities shall not be attached above the bridge deck nor attached to railing or rail posts. Utilities shall not extend below bottom of superstructure.
2. 3.
"
of
Page
4.
The utilities shall be provided with suitable expansion devices near bridge expansion joints and/or other locations as required to prevent temperature and other longitudinal forces from being transferred to bridge members.
General Notes and for minimum, Utility Installations to Existing Bridges 5. Rigid conduit shallDesign extend 10 Criteria feet (3 meters) beyond the end of the bridge abutment. WSDOT Form 224-047
6.
Figure 10.8.1-1 Utility supports shall be designed such that neither the conduit, the supports, nor the bridge members are overstressed by any loads imposed by the utility installation.
Page 10.8-2 7.
8.
WSDOT Bridge Manual M 23-50.06 Utility locations and supports shall be designed so that a failure (rupture, etc.)Design will not result in July 2011 damage to the bridge, the surrounding area, or be a hazard to traffic.
Conduit shall be rigid.
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DOT Form 224-047 EF
Revised 5/10
4.
The utilities shall be provided with suitable expansion devices near bridge expansion joints and/or other locations as required to prevent temperature and other longitudinal forces from being transferred to bridge members. Rigid conduit shall extend 10 feet (3 meters) minimum, beyond the end of the bridge abutment. Utility supports shall be designed such that neither the conduit, the supports, nor the bridge members are overstressed by any loads imposed by the utility installation. Utility locations and supports shall be designed so that a failure (rupture, etc.) will not result in damage to the bridge, the surrounding area, or be a hazard to traffic. Conduit shall be rigid.
5. 6. 7. 8.
(Items 1 through 8 may be cross-referenced with Bridge Design Manual, Utilities Section.) 9. Lag screws may be used for attaching brackets to wooden structures. All bolt holes shall meet the requirements of Sections 6-04.3(4) and 6-04.3(5) of the Washington State Department of Transportation Standard Specifications for Road, Bridge, and Municipal Construction, current edition.
10. Welding across main members will not be permitted. All welding must be approved. 11. Utilities shall be located to minimize bridge maintenance and bridge inspection problems. 12. Attach conduits or brackets to the concrete superstructure with resin bond anchors. Lag screws shall not be used for attachment to concrete. 13. Drilling through reinforcing steel will not be permitted. If steel is hit when drilling, the anchorage location must be moved and the abandoned hole filled with nonshrink grout conforming to the requirements of Section 9-20.3(2) and placement shall be as required in Section 6-02.3(20) of the Washington State Department of Transportation Standard Specifications for Road, Bridge, and Municipal Construction, current edition. 14. There shall be a minimum of 3 inches (80 millimeters) edge distance to the center line of bolt holes in concrete. 15. All utilities and utility supports shall be designed not only to support their dead load but to resist other forces from the utility (surge, etc.) and wind and earthquake forces. The utility company may be asked to submit one set of calculations to verify their design forces. 16. Drilling into prestressed concrete members for utility attachments shall not be allowed. 17. Water or sewer lines to be placed lower than adjacent bridge footings shall be encased if failure can cause undermining of the footing.
"
of
Page
General Notes and Design Criteria for Utility Installations to Existing Bridges (continued) WSDOT Form 224-047
Figure 10.8.1-1 WSDOT Bridge Design Manual M 23-50.06 July 2011 Page 10.8-3
Chapter 10
Chapter 10
Gas Lines or Volatile Fluids Pipelines carrying volatile fluids through a bridge superstructure shall be designed by the utilitycompany in accordance with WAC 480-93, Gas CompaniesSafety, and Minimum FederalSafety Standard, Title 49 Code of Federal Regulations (CFR) Section part 192. WAC 468-34-210, PipelinesEncasement, describes when casing is required for carrying volatile fluids across structures. Generally, casing is not required for pipelines conveying natural gas per the requirements of WAC 468-34-210. If casing is required, then WAC 468-34-210 and WAC 480-93-115 shall befollowed. Water Lines Water lines shall be galvanized steel pipe or ductile iron pipe. Transverse support or bracing shall be provided for all water lines to carry Strength and Extreme Event Lateral Loading. Fire control piping is a special case where unusual care must be taken to handle the inertial loads and associated deflections. The Utility Engineer shall be involved in the design of supports resisting dynamic action loads and deflections. In box girders (closed cell), a rupture of a water line will generally flood a cell before emergency response can shut down the water main. This will be designed for as an Extreme Event II load case, where the weight of water is a dead load (DC). Additional weep holes or open grating should be considered to offset this Extreme Event (see Figure 10.8.3-1). Sewer Lines Normally, an appropriate encasement pipe is required for sewer lines on bridges. Sewer lines must meet the same design criteria as waterlines. See the utility agreement or the Hydraulic Section for types of sewer pipe material typically used. Electrical (Power and Communications) Telephone, television cable, and power conduit shall be galvanized Rigid Metal Conduit (RGS) or Rigid Polyvinyl Chloride Conduit (PVC). Where such conduit is buried in concrete curbs or barriers or has continuous support, such support is considered to be adequate. Where hangers or brackets support conduit at intervals, the maximum distance between supports shall be 5 feet. Generally, the conduit shall be designed to support the cable in bending without exceeding working stresses for the conduit material.
Page 10.8-5
Chapter 10
Figure 10.8.3-1
Page 10.8-6
Chapter 10
Chapter 10
Transverse supports may be provided by a second hanger extending from a girder or by a brace against the girder. The Appendix 10.8-A1-1 and 10.8-A1-2 depict typical utility support installations and placement at abutments anddiaphragms. Transverse supports shall, at a minimum, be located at every other vertical support.
Page 10.8-8
Chapter 10
Page 10.9-1
Chapter 10
Page 10.9-2
Chapter 10
Page 10.10-1
Chapter 10
Page 10.10-2
Chapter 10
Page 10.11-1
Chapter 10
Page 10.11-2
"A" POST
POST
STIFFENER
"T2"
BEAM
BEAM
POST
"B" + 1'-0"
STIFFENER
2" (TYP.)
MAX REINF. * G
"B"
STIFFENER
"T2"
3"
STIFFENER
SECTION
6" HANDHOLE (PLACE AWAY FROM ROADWAY)
E
1"
"T1"
"T1"
POST POST
1"
BEAM
"A"
POST STIFFENER
DETAIL
A
10.1-A1-1
6" HAND HOLE CENTERED OVER NEMA TERMINAL CABINET SEE DETAIL G 1'-4"(H) x 1'-0"(W) x 8"(D) STAINLESS STEEL NEMA 3R TERMINAL CABINET
CABINET CENTERED ON MONOTUBE
POST
"T3"
DETAIL
POST BASE
9" SQUARE HOLE CENTERED THRU STIFFENERS WITH 3" RADIUS AT CORNERS (TYP.)
POST CONT. BACKING BASE SEE STD. PLAN J-75.40-00 SHEET 1 OF 2. DETAIL B FOR PULLING GRIP OR TWO SCREW CONNECTOR DETAIL. END BUSHING (TYP.) BUSHING " LOCK WASHER & LOCK NUT (4 TYP.)
5"
2" " x 1" BOLT & WASHER (4 TYP.) " GAP W/" THICK NYLON BUSHING WASHER FOR SPACER (TYP.) 3" R. (TYP.)
DETAIL DETAIL H
** SEE STD PLAN J-75.40-00 SHEET 1 OF 2 DETAIL C FOR GROUND CONNECTION.
SECTION
DIAGONAL STIFFENER NOT SHOWN.
JOB NO.
M:\STANDARDS\Sign Bridges\MT_SIGN_BRIDGE_STRUCT_DETAILS_1.MAN
SR
"B"
BEAM
10.1-A1-1
"C"
LE HO
10.1-A1-2
9" SQUARE HOLE CENTERED THRU SPLICE PLATE WITH 3" RADIUS (TYP.)
R
BOLTED SPLICE TYP. G
J
5" 5" CUT CAMBER (TYP) IN SIDE PLATES (TYP) (TYP.) 3"
45
1" SPLICE BOLT (TYP.) 2" " MAX. ALLOWABLE OFFSET 2"
"S4" SPACES
"S3" SPACES
3"
DETAIL
SEE DETAIL
DETAIL
SECTION THRU BEAM BOLTED SPLICE #2 SHOWN. BOLTED SPLICE #1 SIMILAR.
B
10.1-A1-1
SECTION
K
11" FOR 6" x 11" HAND HOLE 6" FOR 6" HAND HOLE
REINFORCEMENT RING " REINFORCEMENT RING " MAX. - SEAL WITH APPROVED SEALANT AT INSTALLATION OF HAND HOLES ON TOP OF BEAM ONLY.
6"
POST OR BEAM
"
3"
" COVER PLATE " THICK x " NEOPRENE HAND HOLE GASKET (TYP.) EXCEPT AT BOT. OF BEAM
" COVER SCREWS (TYP.) EQUALLY SPACED AROUND HAND HOLE. 6 SCREWS FOR 6" x 11" HAND HOLE. 4 SCREWS FOR 6" HAND HOLE.
VIEW
SHEET
SECTION
6" x 11" HAND HOLE SHOWN. 6" HAND HOLE SIMILAR EXCEPT AS NOTED.
JOB NO.
M:\STANDARDS\Sign Bridges\MT_SIGN_BRIDGE_STRUCT_DETAILS_2.MAN
SR
HAND HOLE
"C"
10.1-A1-3
POST
POST
BEAM
6" "
CAP SCREWS
MAX REINF.
"
BEAM
POST
BEAM
1"
STIFFENER
"T2"
"A"
6"
STIFFENER
"B" + 1'-0"
"B"
2" (TYP.)
MAX REINF. * G
" THICK x " NEOPRENE GASKET STIFFENER MAX REINF. 3" "S5" EQUAL SPA. 3" STIFFENER
"T2"
3"
DETAIL D
STIFFENER
10.1-A2-1
FOR CANTILEVER STRUCTURES ONLY. " CAP SCREWS ASTM F-593 ~ TAP REINFORCEMENT RING WITH 8 TOTAL EQUALLY SPACED AROUND COVER
1"
SECTION
6" HANDHOLE (PLACE AWAY FROM ROADWAY)
"T1"
"T1"
BEAM
"A"
POST
DETAIL
G
A
10.1-A2-1
SEE DETAIL
"T3"
1'-4"(H) x 1'-0"(W) x 8"(D) STAINLESS STEEL NEMA 3R TERMINAL CABINET " " "
CABINET CENTERED ON MONOTUBE
POST
DETAIL
POST BASE ** SEE STD PLAN J-75.40-00 SHEET 1 OF 2 DETAIL C FOR GROUND CONNECTION.
9" SQUARE HOLE CENTERED THRU STIFFENERS WITH 3" RADIUS AT CORNERS (TYP.)
SEE STD. PLAN J-75.40-00 SHEET 1 OF 2. DETAIL B FOR PULLING GRIP OR TWO SCREW CONNECTOR DETAIL.
5"
END BUSHING (TYP.) " LOCK WASHER & LOCK NUT (4 TYP.)
2" " x 1" BOLT & WASHER (4 TYP.) " GAP W/" THICK NYLON BUSHING WASHER FOR SPACER (TYP.) 3" R. (TYP.)
MONOTUBE
DETAIL
DETAIL
SECTION
DIAGONAL STIFFENER NOT SHOWN.
JOB NO.
M:\STANDARDS\Sign Bridges\MT_CANT_STRUCT_DETAILS_1.MAN
SR
"B"
BEAM
10.1-A2-1
"C"
"
LE HO
10.1-A2-2
R
BOLTED SPLICE "T4" (TYP.) 45 G
TYP.
"S3" SPACES
2"
2"
"S4" SPACES
2"
OMIT SPLICE BOLTS AT FOUR CORNERS FOR CANTILEVER SPAN 20'-0" TO 30'-0"
"B"
5" SQUARE HOLE WITH 1" RADIUS CENTERED THRU SPLICE PLATE (TYP.) EXCEPT CANTILEVER SPAN LESS THAN 20'-0" USE 9" SQUARE HOLE WITH 3" RADIUS. MAX. REINF. (TYP.)
2"
"T5" (TYP.)
DETAIL
SEE DETAIL
CLIP SPLICE AT RADIUS (TYP.) 3" FOR CANTILEVER SPAN LESS THAN 20'-0" * INSTALL CORNER SPLICE BOLTS FOR CANTILEVER SPAN LESS THAN 20'-0"
DETAIL
SECTION THRU BEAM
SECTION
10.1-A2-1 K
11" FOR 6" x 11" HAND HOLE 6" FOR 6" HAND HOLE
POST OR BEAM
" COVER PLATE " THICK x " NEOPRENE HAND HOLE GASKET (TYP.) EXCEPT AT BOT. OF BEAM
6"
" COVER SCREWS (TYP.) EQUALLY SPACED AROUND HAND HOLE. 6 SCREWS FOR 6" x 11" HAND HOLE. 4 SCREWS FOR 6" HAND HOLE.
VIEW
SHEET
SECTION
6" x 11" HAND HOLE SHOWN. 6" HAND HOLE SIMILAR EXCEPT AS NOTED.
JOB NO.
M:\STANDARDS\Sign Bridges\MT_CANT_STRUCT_DETAILS_2.MAN
SR
HAND HOLE
" MAX. - SEAL WITH APPROVED SEALANT AT INSTALLATION OF HAND HOLES ON TOP OF BEAM ONLY.
"
3"
"C"
10.1-A2-3
note to designer 6" MAX REINF. adjust drain holes & handholes if there is interference with attachment brackets 6"x11" HAND HOLE
BEAM
6"
1'-6" POST
BOLTED SPLICE
6"
BEAM
3'-0"
2'-0"
BEAM
" STIFFENER
DETAIL
2'-0"
2" (TYP.)
POST & BEAM 9" SQUARE HOLE CENTERED THRU STIFFENER WITH 3" RADIUS AT CORNERS (TYP.) CLIP " STIFFENER AT RADIUS (TYP.)
3"
" MAX REINF. 3" 4 SPA. @ 6" = 2'-0" 3" ATTACH EACH VMS SUPPORT BRACKET TO MOUNTING BEAM WITH (2) " BOLTS (ASTM A 193 CLASS 2, GRADE B8), AT ALL MOUNTING BEAM LOCATIONS * MAX REINF. MOUNTING BEAMS W4x13 6" " DRAIN HOLES " " " " " 6" 9" SQUARE HOLE WITH 3" RADIUS @ CORNERS, CENTERED IN BEAM BOTTOM & STIFFENERS. " DRAIN HOLES * MT & VT @ ROOT PASS 100% & @ COVER PASS 100%
SECTION
6" HANDHOLE (PLACE AWAY FROM ROADWAY)
ACCESS DOOR
1'-6"
" STIFFENER
DETAIL
A
10.1-A3-1
BACKING SEE DETAIL Y
SECTION
ATTACHMENT BRACKET NOT SHOWN FOR CLARITY.
10.1-A3-1
2"
SEE STD. PLAN J-75.40-00 SHEET 1 OF 2. DETAIL B FOR PULLING GRIP OR TWO SCREW CONNECTOR DETAIL. 6" HAND HOLE CENTERED OVER NEMA TERMINAL CABINET 1'-4"(H) x 1'-0"(W) x 8"(D) STAINLESS STEEL NEMA 3R TERMINAL CABINET
CABINET CENTERED ON MONOTUBE
SECTION
BUSHING AWS FIG. 3.6 MAY BE USED AT THE FABRICATORS' OPTION.
SEE DETAIL
CAP SCREWS
DETAIL
POST BASE ** SEE STD PLAN J-75.40-00 SHEET 1 OF 2 DETAIL C FOR GROUND CONNECTION. POST
C
10.1-A3-1
WELDING SHALL NOT BEGIN UNTIL THE ENGINEER HAS INSPECTED AND APPROVED FIT-UP OF THE JOINT.
" BEAM
"
DETAIL
"
REINFORCEMENT RING ( )
COVER END BUSHING (TYP.) 2" " x 1" BOLT & WASHER (4 TYP.) " GAP W/" THICK NYLON BUSHING WASHER FOR SPACER (TYP.)
" THICK x " NEOPRENE GASKET ROOT OPENING TO MEET AWS 3.4
DETAIL D
10.1-A3-1
MONOTUBE
DETAIL
10.1-A3-2
" CAP SCREWS ASTM F-593 ~ TAP REINFORCEMENT RING WITH 8 TOTAL EQUALLY SPACED AROUND COVER
5"
1"
SECTION
5" SQUARE HOLE WITH 1" RADIUS CENTERED THRU SPLICE PLATE (TYP.) BOLTED SPLICE R = 3" (TYP.)
2"
TYP.
2"
2"
2'-0"
" (TYP.)
DETAIL
CLIP SPLICE AT RADIUS (TYP.)
SEE DETAIL
2"
2"
2"
DETAIL
SECTION THRU BEAM
B
10.1-A3-1
SECTION
note to designer remove modified fall restraint bracket detail if smaller vms sign is used & std plan fall retraint is used. ** DRILL 1" HOLE IN CENTER OF STIFFENER. STIFFENER **
K
11" FOR 6" x 11" HAND HOLE 6" FOR 6" HAND HOLE
POST
STIFFENER ** 4"
1'-1"
POST
POST OR BEAM
HAND HOLE
" MAX. - SEAL WITH APPROVED SEALANT AT INSTALLATION OF HAND HOLES ON TOP OF BEAM ONLY.
6"
3"
"
POST
" THICK x " NEOPRENE HAND HOLE GASKET (TYP.) EXCEPT AT BOT. OF BEAM
MOUNTING BEAM W 4 x 13 (ASTM A 36) 2" 5" 5" 2" MOUNTING BEAM END OF BEAM
VIEW
6" x 11" HAND HOLE SHOWN. 6" HAND HOLE SIMILAR EXCEPT AS NOTED.
" COVER SCREWS (TYP.) EQUALLY SPACED AROUND HAND HOLE. 6 SCREWS FOR 6" x 11" HAND HOLE. 4 SCREWS FOR 6" HAND HOLE.
SECTION
10.1-A3-3
ANCHOR ROD ~ "D1" x 4'-4" LONG THREADED ROD WITH 2 WASHERS AND 4 HEAVY HEX NUTS (TYP.). THREAD EACH END 8". GALVANIZE EXPOSED ANCHOR ROD END FOR 1'-0" MIN.
8"
GROUNDING CONDUCTOR NON-INSULATED #4 AWG STRANDED COPPER. PROVIDE 3'0" MIN. SLACK. ROUTE CONDUCTOR TO GROUND WIRE TERMINAL SHOWN IN DETAIL C 10.1-A1-2, SIGN STRUCTURE 10.1-A2-2, OR 10.1-A3-2.
MARK 1 2 3 4 5
LOCATION CAP VERTICAL CAP HOOPS SHAFT VERTICAL SHAFT SPIRAL CAP TOP
SIZE 4 5 "X" 4 5
3"
9 9 9 9 11 11
4'-0" CAP
5 #5
FINISHED GROUND LINE 2 5 #5 CAP OF ONE FOUNDATION MAY BE PLACED WHILE SIGN BRIDGE IS TEMPORARILY SUPPORTED IN PLACE SEE ANCHOR DETAIL ON THIS SHEET 2 1 #4 (TYP.)
SIGN BRIDGE
SHAFT DEPTH "Z" IS BASED ON ALLOWABLE LATERAL BEARING PRESSURE OF 2500 PSF OR MORE. TEMPLATE (ASTM A36) (NO GALV. REQ'D.)
3'-9"
2 1 "A" SHAFT DIAMETER MINUS 3" (TYP.) SHAFT DIA. MINUS 8" 4
3'-6" TYP.
6"
CONSTRUCTION JOINT W/ ROUGHENED SURFACE SEE SPIRAL TERMINATION DETAIL ON SHEET 10.1-A4-2.
4 #4 SPIRAL @ 1'-0" PITCH (WELDED LAP SPLICE ONLY SEE SHEET 10.1-A4-2 FOR DETAILS)
POST
CLAMP CONDUCTOR TO REINFORCING WITH LISTED CONNECTOR SUITABLE FOR USE EMBEDDED IN CONCRETE.
BEAM
ANCHOR RODS
2" (TYP.)
4" (TYP.)
"Z" = X'-X"
ANCHOR DETAIL
SEE SIGN STRUCTURE BASE PLATE FOR ANCHOR ROD PATTERN POST PROVIDE SCREEN AROUND BASE. SEE "SCREEN DETAIL" ON SHEET 10.1-A4-2.
1'-0" MIN.
FINISHED GROUND LINE CAP EACH END 1" STEEL CONDUIT TO BE INSTALLED WHERE DIRECTED BY THE ENGINEER.
"Y" 3 "X"
5 #5 (TYP.)
SHEET
ELEVATION
THE FOUNDATION LENGTH "Z" IS BASED ON AN ALLOWABLE LATERAL BEARING PRESSURE OF _______.
STEEL CONDUIT
1 #4 (TYP.)
6"
PLAN
ANCHOR RODS NOT SHOWN.
4 #4 SPIRAL
VIEW
SR
10.1-A4-1
JOB NO.
M:\STANDARDS\Sign Bridges\MT_SIGN_BRIDGE_FND_TYPE_1.MAN
F
SPIRAL REINF. (TYP.) * TIE TO HORIZ. SPIRAL WRAPS BAR x 1 () *
E
#4 TIE TO VERT. BARS CENTRALIZER DETAIL NOTES: EACH LEG SHALL BE TIED TO ONE VERTICAL BARS & TWO SPIRALS.
#4
#4
SEE SPECIAL PROVISIONS FOR SPACING REQUIREMENTS. #4 * CONCRETE COVER - MINUS "
#4
VIEW F
VIEW E
TIE TO VERT. BARS
CENTRALIZER DETAIL
EPOXY COAT CENTRALIZER OR PAINT WITH INORGANIC ZINC AFTER FABRICATION (OPTION 2)
CENTRALIZER DETAIL
EPOXY COAT CENTRALIZER OR PAINT WITH INORGANIC ZINC AFTER FABRICATION (OPTION 1)
SPIRAL BAR
1"
LENGTH OF WELD
1"
TOP OF BASE DRILL AND TAP " CAPSCREW ASTM F593 W/S.S. WASHER SPA. AT AB'T. 9" CTRS. WELDED GALV. CLOTH " x " SQ., WRAP AROUND BASE W/ 3" MIN. LAP
POST ANCHOR ROD 3 WRAPS OF SPIRAL SPIRAL BAR WELDED SPLICE AT END OF SPIRAL
S(E)
TOP OF FOUNDATION
SCREEN DETAIL
SR
10.1-A4-2
JOB NO.
M:\STANDARDS\Sign Bridges\MT_SIGN_BRIDGE_FND_TYPE_1_2.MAN
3'-0"
3'-0"
10'-0" 2 7 #5 3 SPA. @ 10" = 2'-6" 2 6 #"X" ("Y2"/2 - 1) EQ. SPA. = 2'-10" MAX. 2 7 #5 3 SPA. @ 10" = 2'-6"
6"
9 9 9 9 11 11
8 12 12 16 14 16
4 8 8 12 10 14
3'-0"
8 #5
3'-0" 4'-0"
ANCHOR RODS
SIGN BRIDGE
SECTION
TOP OF BASE DRILL AND TAP " CAPSCREW ASTM F593 W/S.S. WASHER SPA. AT AB'T. 9" CTRS. WELDED GALV. CLOTH " x " SQ., WRAP AROUND BASE W/ 3" MIN. LAP
6"
PLAN
ANCHOR BOLTS NOT SHOWN. NOTE: USE A TEMPLATE TO LOCATE AND SECURE RODS IN PLACE DURING FOUNDATION INSTALLATION. FOR DETAILS, SEE ANCHOR ROD ARRAY ON THIS SHEET. SIGN STRUCTURE
ANCHOR
* SHAFT DEPTH "Z" IS BASED ON ALLOWABLE LATERAL BEARING PRESSURE OF 2500 PSF OR MORE. POST ANCHOR ROD
ANCHOR ROD ~ "D1" x 4'-4" LONG THREADED ROD WITH 2 WASHERS AND 4 HEAVY HEX NUTS (TYP.). THREAD EACH END 8". GALVANIZE EXPOSED ANCHOR ROD END FOR 1'-0" MIN.
9 9 9 9 11 11
8 12 12 16 14 16
4 8 8 12 10 14
3"
1'-0"
A
2 3 #5
1'-0"
8"
2 8 #5 8 #5
SCREEN DETAIL
5'-3"
CAP OF ONE FOUNDATION MAY BE PLACED WHILE SIGN BRIDGE IS TEMPORARILY SUPPORTED IN PLACE
1'-0"
** SHAFT DEPTH "Z" IS BASED ON ALLOWABLE LATERAL BEARING PRESSURE BETWEEN 1500 PSF AND 2499 PSF. POST 3" GAP PROVIDE SCREEN AROUND BASE SEE "SCREEN DETAIL", THIS SHEET. 2 5 #"X" ("Y1"/2) 1 #"X" 8 #5 2 #5 (TYP.) 3 #5 (TYP.) 2 8 #5
1'-0" 1'-6"
BENDING DIAGRAM
MARK 1 2 3 4 5 6 7 LOCATION CAP VERTICAL CAP HOOPS CAP HORIZONTAL FOUNDATION HOOPS FOUNDATION VERTICAL FOUNDATION VERTICAL FOUNDATION VERTICAL CAP TOP SIZE "X" 5 5 5 "X" "X" 5 5 NO. REQ'D. "Y1" 6 6 16 "Y2" "Y2" 18 4 LENGTH 9'-8" 16'-0" "A" 15'-5" "Z" - 6" "Z" = 4'-0" "A" 10'-4" STR. STR. STR.
1'-0"
SEE ANCHOR DETAIL ON THIS SHEET CONST. JOINT WITH ROUGHENED SURFACE CLAMP CONDUCTOR TO REINFORCING WITH LISTED CONNECTOR SUITABLE FOR USE EMBEDDED IN CONCRETE. "Y1" 1 # "X"
BEAM
"Z"
6" CONST. JOINT WITH ROUGHENED SURFACE 4 #5 (TYP.) 2 7 #5 ("Y"/2) 6 #"X" & 8 7 #5 3'-0"
5'6"
2" (TYP.) ("D1 + ") HOLE FOR "D1" ANCHOR ROD (TYP.)
S
6"
3'-8"
SHEET
VIEW
30
3'-9" TYP.
2'-6"
JOB NO.
M:\STANDARDS\Sign Bridges\MT_SIGN_BRIDGE_FND_TYPE_2AND3.MAN
SR
"Z" - 5'-6"
6'-0" TYP.
6"
10.1-A4-3
Appendix 10.1-A5-1 Monotube Sign Structure Single Slope Traffic Barrier Foundation
POST MARK CAST-IN-PLACE CONCRETE BARRIER TRANSITION SEE STD. PLAN C-14j 5'-0" 5'-0" CAST-IN-PLACE CONCRETE BARRIER TRANSITION SEE STD. PLAN C-14j 21 22 23
BENDING DIAGRAM
LOCATION MEDIAN BARRIER HORIZONTAL MEDIAN BARRIER VERTICAL MEDIAN BARRIER VERTICAL SIZE 5 5 5 NO. REQ'D 10 14 28 LENGTH 9'-9" 7'-8" 6'-4" STR.
NOTE: CONCRETE COVER SHALL BE 1" UNLESS SHOWN OTHERWISE. 3'-3" PLACE PREMOLDED FILLER BETWEEN FOUNDATION AND TRANSITION BARRIER (TYP.) MODIFIED FOUNDATION TYPE 1 MODIFIED FOUNDATION TYPE 2 OR 3
2'-4"
3'-0"
80
100 3'-6" 22 23
SIGN BRIDGE
VARIES 3'-6" 3" ANCHOR RODS ~ "D1" x 7'-0" LONG THREADED ROD WITH 2 WASHERS AND 4 HEAVY HEX NUTS (TYP.) THREAD EACH END 8". GALVANIZE EXPOSED ANCHOR ROD END FOR 1'-0" MIN. TOP OF BARRIER TOP OF BARRIER 4 21 #5 FINISHED ROADWAY 22 #5 23 #5
10" MAX. GRADE SEPARATION
22 #5 & 2 23 #5 3" 3 SPA @ 1'-0" = 3'-0" 7 SPA. @ 6" = 3'-6" 3 SPA @ 1'-0" = 3'-0"
8"
2 21 #5
USE A TEMPLATE TO LOCATE AND SECURE RODS IN PLACE DURING FOUNDATION INSTALLATION. SEE SIGN STRUCTURE BASE PLATE FOR ANCHOR ROD PATTERN.
BARRIER
21
9"
BOTTOM OF BARRIER APPROXIMATE LOCATION OF CONDUIT MODIFIED FOUNDATION TYPE 2 OR 3 SEE SHEET 10.1-A4-3. CONSTRUCTION JOINT W/ ROUGHENED SURFACE SEE ANCHOR DETAIL ON SHEET 10.1-A4-1. EXTEND VERTICAL SHAFT REINF. 3'-0" MIN. INTO BARRIER. FIELD BEND AS REQUIRED, SEE STD. SPECIFICATION SECTION 6-02.3(24)A.
BOTTOM OF BARRIER
1'-0"
MODIFIED FOUNDATION TYPE 1 SEE SHEET 10.1-A3-1 MODIFIED FOUNDATION TYPE 2 OR 3 SEE SHEET 10.1-A4-3
FOR TERMINATION OF GROUND, SEE RESPECTIVE FOUNDATION DETAILS. MODIFIED FOUNDATION TYPE 1 SEE SHEET 10.1-A3-1
SECTION
SHEET
ELEVATION
M:\STANDARDS\Sign Bridges\MT_DBL_FACED_SINGLE_SLOPE_FND.MAN
JOB NO.
SR
2'-10" MIN.
10.1-A5-1
5'0" GUARDRAIL CONNECTION TO TRAFFIC BARRIER SEE DETAILS THIS SHEET CURB LINE CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 1'10" MIN. 2'6" MAX. (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 8'0" (TYP.)
A ?
PROVIDE 5 " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP). RESINBONDED ANCHORS MAY BE SUBSTITUTED. 3" 3"
EDGE OF DECK
B ?
2'6" 4"
BRIDGE R3 #4
1'10"
TOP OF ROADWAY
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a)
TOP OF ROADWAY
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #5 ~ 15 SPA. @ 6" = 7'6" 9" R1 9" 9" AS1 #5 15 SPA. @ 6" = 7'6" S1 #5 ~ 15 SPA. @ 6" = 7'6" R1 #5 AND 9" S1 #5 @ 9" MAX. AS1 #5 @ 9" MAX. AR3 #4 2 R3 #4 4" 2" 11" " ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
R4 #6 CONTINUOUS W/ 3'8" MIN. SPLICE PARALLEL SURFACES R6 #4 R3 #4 CONT. WITH 2'0" MIN. SPLICE (TYP.) 2" CONDUIT PIPE CONSTR. JOINT WITH ROUGHENED SURFACE FORMED DECK EDGE TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH S2 #4
2'8" **
1'10"
CURB LINE, PERPENDICULAR TO TRANSVERSE ROADWAY *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, SLOPE *** CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE" R2 #5 R1 #5
R2 #5 @ 9" MAX.
NOTE TO DESIGNERS
1. If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also.
3" MAX.
R=2"
7"
AS2 #4 AND
3"*
" R=10
TOP OF ROADWAY
2. The nonapplicable text should be removed from the SEE OTHER PLAN actual bridge plans. SHEETS FOR DETAILS 10" 1'6"
NW REGION: S1 #5 TERMINATE EACH CONDUIT PIPE AT SEPARATE TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS " CHAMFER OR " HALF ROUND DRIP GROOVE (TYP.) SHOWN ON LAYOUT.
SR
JOB NO.
1'8"
10.2A11
CURB LINE
C
DUMMY JOINT " RADIUS FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE
2'3"
2'8"
DUMMY JOINTS NORMAL TO GRADE TOP OF BRIDGE DECK R9 #5 @ 9" REPLACES R2 #5 & R6 #4 BARS
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5). " RADIUS
VIEW
A ?
1" "
SECTION
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION TRAFFIC BARRIER" FOR ADDITIONAL DETAILS THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
"R.
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT 10 TOP OF BRIDGE DECK 7 9" MIN. 7 10
RI VA
2'5"
3'0"
4"
S1 AS1
11" 1'0"
1'0" 1'0" 10
7"
SHEET
4"
SR
JOB NO.
CURB LINE 83 TOP OF BRIDGE APPROACH SLAB AT CURB LINE 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AR3 #4 AS1 #5 AS2 #4
2'5"
CURB LINE
CURB LINE
97
ES
96
TOP OF BRIDGE DECK AT CURB LINE 3" x 7" x 2'0" BLOCKOUT IN DECK TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
VARIES R1A R9
8"
AND AS1 1 10
3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
7 97
1 2'
96
"
1'0" S2 AND AS2 1'0" R1 FOR W1 & W2 BARS SEE WINGWALL OR RETAINING WALL PLANS. R2
SECTION B ?
BRIDGE
SECTION B ?
WALL
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
NOTE TO DESIGNER: S1 AND S2 LENGTH BASED ON STANDARD DECK THICKNESS. M:\STANDARDS\Traffic Barriers\Shape F\SHAPE F BARRIER SHT 2.man
DETAIL FOR RETAINING WALL OR WINGWALL. FOR REINFORCING NOT SHOWN SEE STD. PLAN D15 OR WINGWALL PLAN.
10.2A12
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR SIZE & LOCATION, SEE JUNCTION BOX TABLE TS LT
CURB LINE
2'-0"
CONDUIT DEFLECTION FITTING A WITH INTERNAL BONDING JUMPER. SEE DETAIL THIS SHEET
2 ~ STEEL CONDUIT TO PVC ADAPTORS IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
TS
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.)
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10' STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
A
J-BOX & BARRIER PANEL
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT TOP OF ROADWAY AT CURBLINE
#4 x 3'-6" (TYP.)
L (TYP.)
TS
LT
TS
LT
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
CONCRETE
"
SOIL
SECTION
1'-2"
JOB NO.
SR
7/17/2012
STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP EXPANSION JOINT CONDUIT EXPANSION FITTING
START CONCRETE WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP BUNDLE 2 R1 #5, 2 R2 #5 OR 2 R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.) CONDUIT PIPE CONDUIT DEFLECTOR FITTING WITH INTERNAL BONDING JUMPER
CONCRETE
SECTION
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8" x 8" x 18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ".
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE)
10.2-A1-3
5'0"
CURB LINE
CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 1'10" MIN. 2'6" MAX. (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 8'0" (TYP.)
A ?
EDGE OF DECK
B ?
PROVIDE 5 " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP). RESINBONDED ANCHORS MAY BE SUBSTITUTED. 3" 3"
2'6" 4"
BRIDGE R3 #4
DATE NUMERALS (INSIDE FACE) (SEE STD. PLAN E1) THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a)
1'10"
TOP OF ROADWAY
TOP OF ROADWAY
4" CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #5 ~ 15 SPA. @ 6" = 7'6" R1A #5 & R2 #5 ~ 6 SPA. @ 9" = 4'6" 9" 9" 9" AS1 #5 15 SPA. @ 6" = 7'6" S1 #5 ~ 15 SPA. @ 6" = 7'6" 9" S1 #5 @ 9" MAX. AR3 #4 AS1 #5 @ 9" MAX. 2 R3 #4 R4 #6 CONTINUOUS W/ 3'8" MIN. SPLICE PARALLEL SURFACES R6 #4 R3 #4 CONT. WITH 2'0" MIN. SPLICE (TYP.) 2" CONDUIT PIPES S2 #4 & R6 #4 @ 1'6" MAX. 3" MAX. CONSTR. JT. WITH ROUGHENED SURFACE S2 #4 2" 11" "
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE"
R2 #5 R1 #5
7"
3"*
" R=10
2'8" **
1'10"
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
3" MAX.
R=2"
. CLR 1"
TOP OF ROADWAY 1. If transverse roadway slope is greater than 8%, S1 & S2 bar bends need to be modified to account for the difference between the actual slope & 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also. 2. The nonapplicable text should be removed from the actual bridge plans. S1 #5
NOTES TO DESIGNERS:
10"
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS SHOWN ON LAYOUT.
1'8"
10.2A21
CURB LINE
C
DUMMY JOINT FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE " RADIUS
2'-3"
2'-8"
END VIEW
W-BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C-5).
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C-5).
VIEW
A ?
" RADIUS
SECTION
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION - TRAFFIC BARRIER" FOR ADDITIONAL DETAILS THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
"R.
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
3'-0"
1'-9" 1'-11"
2'-5"
1'-6"
7"
S1 AS1
4"
S2 AND AS2
VARIES R1A
4"
6/5/2012
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT. 97
8"
CURB LINE
CURB LINE
TOP OF BRIDGE DECK AT CURB LINE 3" x 1'-1" x 2'-0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AR3 #4
TOP OF ROADWAY AT CURB LINE 3" x 2'-0" BLOCKOUT, FULL DEPTH OF FLAT SLAB GIRDER TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
1'-3"
1'-0"
3" x 10" x 2'-0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
AS1 #5 AS2 #4
S1 AND AS1 10 7
-1" 2'
8"
96
96
97
2'-5"
SECTION B ?
BRIDGE
SECTION B ?
WALL
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION - TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
1'-0" 1'-0" R1 R2
DETAIL FOR RETAINING WALL OR WINGWALL. FOR REINFORCING NOT SHOWN SEE STD. PLAN D-15 OR WINGWALL PLANS.
10.2-A2-2
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR SIZE & LOCATION, SEE JUNCTION BOX TABLE TS LT
CURB LINE
TS
2'-0"
CONDUIT DEFLECTION FITTING A WITH INTERNAL BONDING JUMPER. SEE DETAIL THIS SHEET
2 ~ STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.)
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10' STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
A
J-BOX & BARRIER PANEL
180'-0" MAX. J-BOX & BARRIER PANEL BUNDLE R1 #5, R2 #5 OR R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.)
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT TOP OF ROADWAY AT CURBLINE
#4 x 3'-6" (TYP.)
L (TYP.)
TS
LT
TS
LT
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
CONCRETE
"
SOIL
SECTION
1'-2"
7/17/2012
STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP EXPANSION JOINT CONDUIT EXPANSION FITTING
START CONCRETE 1'-0" WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP BUNDLE 2 R1 #5, 2 R2 #5 OR 2 R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.) CONDUIT PIPE " POLYETHYLENE OR COPPER PIPE DRAIN
CONCRETE
SECTION
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT
1"
TIES @ 2"
1"
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8"x8"x18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ".
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE)
10.2-A2-3
5'0" 4"
C ?
GUARDRAIL CONNECTION TO TRAFFIC BARRIER SEE DETAILS THIS SHEET CURB LINE
CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 1'10" MIN. 2'6" MAX. (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 3" 8'0" (TYP.)
A ?
2'6" 4"
EDGE OF DECK
B ?
2'6" 4"
1'10"
TOP OF ROADWAY
3"
BRIDGE 2 R3 #4
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a)
TOP OF ROADWAY R4 #6 CONTINUOUS W/ 3'8" MIN. SPLICE R3 #4 PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE *** R6 #4 R3 #4 CONT. WITH 2'0" MIN. SPLICE (TYP.) 2" CONDUIT PIPE CONSTR. JT. WITH ROUGHENED SURFACE FORMED DECK EDGE TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH S2 #4
9" 6"
PROVIDE " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP.). RESINBONDED ANCHORS MAY BE SUBSTITUTED.
2'10" **
SHEET
JOB NO.
SR
CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #5 ~ 15 SPA. @ 6" = 7'6" 9" 9"
"
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE" TOP OF ROADWAY
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
R. 2" CL
R2 #5
9"
S1 #5 @ 9" MAX.
R2 #5 @ 9" MAX.
NOTE TO DESIGNERS
SEE OTHER PLAN SHEETS FOR DETAILS 11" 1'6" S1 #5 1. If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also.
R6 #4 @ 1'6" MAX.
" CHAMFER OR " HALF 2. The nonapplicable text should be removed from the ROUND DRIP GROOVE (TYP.) actual bridge plans.
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS SHOWN ON LAYOUT.
10.2A31
CURB LINE
CURB LINE
D
DUMMY JOINT
2'7"
2'8"
2'3"
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
END VIEW
NESTED WBEAM WITH RUBRAIL SHOWN (SEE STD. PLAN C25.1802) BARRIER TOE TAPER NOT REQUIRED.
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5)
" RADIUS
VIEW
A 1
SECTION
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION TRAFFIC BARRIER" FOR ADDITIONAL DETAILS. THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
1""
" R
" DEEP x " WIDE SAWCUT GROOVE REQUIRED AT FIRST DUMMY JOINT AT EACH CORNER OF BRIDGE, TRAFFIC SIDE OF BARRIER ONLY. TOP OF BRIDGE DECK
3" 6" 6"
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
BENDING DIAGRAM
SHEET JOB NO. ALL DIMENSIONS ARE OUT TO OUT. FOR W1 & W2 BARS SEE WINGWALL OR RETAINING WALL PLANS. TOP OF BRIDGE DECK
VIEW
C 1
CURB LINE
2'8"
3'2"
TOP OF BRIDGE APPROACH SLAB AT CURB LINE 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AR3 #4 AS1 #5 AS2 #4 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
TOP OF BRIDGE DECK AT CURB LINE 3" x 7" x 2'0" BLOCKOUT IN DECK TO ALLOW CONDUITS TO EXIT *
TOP OF ROADWAY AT CURB LINE 3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT *
S2 AND S1 AS1
AS2
11" R9
5"
5"
7"
1'0"
1'5" 1'7"
4 21
9" MIN.
21 4 4"
SECTION
S1 AS1
1'0" 1'0"
4"
2"
DETAIL FOR BRIDGE FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
B ?
VARIES
" 2'7
VARIES
11" AS1 R2
DETAIL FOR RETAINING WALL OR WINGWALL. FOR REINFORCING NOT SHOWN SEE STD. PLAN D15 OR WINGWALL PLANS.
R2A
10.2A32
SR
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR LOCATION, SEE JUNCTION BOX TABLE. TS LT
CURB LINE
2'-0"
CONDUIT DEFLECTION FITTING A WITH INTERNAL BONDING JUMPER. SEE DETAIL THIS SHEET
2 STEEL CONDUIT TO PVC ADAPTORS IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
TS
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.) J-BOX & BARRIER PANEL
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10'-0" STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
A
J-BOX & BARRIER PANEL J-BOX & BARRIER PANEL
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT
#4 x 3'-6" (TYP.)
L (TYP.)
TS
LT
TS
LT
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
CONCRETE
"
SOIL
SECTION
1'-4"
7/17/2012
STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX
START CONCRETE WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP BUNDLE 2 R2 #5 OR 2 R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.)
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP EXPANSION JOINT CONDUIT EXPANSION FITTING
CONCRETE
SECTION
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8" x 8" x 18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ".
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE)
CONDUIT PIPE
10.2-A3-3
SIDEWALK
FACE OF GUARDRAIL
CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE "PEDESTRIAN BARRIER DETAILS 3 OF 3" SHEET FOR DETAILS.
SIDEWALK JOINTS WITH " PREMOLDED JOINT FILLER AT 24'0" MAXIMUM SPACING. ALIGN WITH BARRIER JOINTS (TYP.) SEE PEDESTRIAN BARRIER DETAIL SHEET ?? FOR DETAIL.
SEE PEDESTRIAN BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 1'10" MIN. 2'6" MAX. (TYP.) 8'0" PEDESTRIAN BARRIER END SECTION (TYP.)
EDGE OF DECK 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 3" 8'0" (TYP.)
A ?
C ?
2'6" 4"
2'6" 4"
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE JUNCTION BOXES OFF END OF BRIDGE AS SHOWN ON LAYOUT.
NOTE TO DESIGNERS:
The nonapplicable text should be removed from the actual bridge plans.
TOP OF ROADWAY
BRIDGE 2 B4 #6 2 B3 #4
9"
TOP OF SIDEWALK
1'8"
BARRIER CONTINUOUS BETWEEN ROADWAY EXPANSION JOINTS. CONSTRUCTION JOINTS WITH SHEAR KEYS ARE PERMISSIBLE AT DUMMY JOINT LOCATIONS. FORM JOINTS BETWEEN DUMMY JOINTS SHALL NOT BE PERMITTED.
1'10"
1'3"
3" 3"
3"
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a)
TOP OF SIDEWALK
PROVIDE " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP.). RESINBONDED ANCHORS MAY BE SUBSTITUTED. SIDEWALK 10" FOR BP RAILING ANCHORAGE DETAILS SEE BR. SHT. ?? B4 #6 CONTINUOUS WITH 3'8" MIN. SPLICE B2 #4 B3 #4 CONTINUOUS WITH 2'0" MIN. SPLICE (TYP.) 12 S3 #5 CONST. JOINT WITH ROUGHENED SURFACE FORMED DECK EDGE S4 #4 TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH FORMED BARRIER EDGE " CHAMFER OR " HALF ROUND DRIP GROOVE (TYP.) 10" 1'6" SEE OTHER PLAN SHEETS FOR DETAILS * MIN. HEIGHT. PEDESTRIAN BARRIER HEIGHT MAY VARY IF REQUIRED TO PROVIDE A SMOOTH PROFILE. **
TOP OF ROADWAY
2'8" *
9"
9"
9"
S3 #5 @ 9" MAX.
#5 @ 9" MAX.
#4 & AB2
6"
SR
JOB NO.
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
AB3 #4
B3 #4
SURFACE FINISH TO BE EQUIVALENT & PARALLEL TO ROADWAY SURFACE USE " EDGER TOP OF ROADWAY
VERTICAL B1 #5 1
0.02'/FT
10.2A41
OMIT DUMMY JOINT ON THIS FACE FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE.
" RADIUS
2'8"
2'7"
2'3"
DUMMY JOINT
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5)
END VIEW
NESTED WBEAM WITH RUBRAIL SHOWN (SEE STD. PLAN C25.1802)
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
" RADIUS
VIEW
A 1
SECTION
SLIPFORM ALTERNATE
SEE TYPICAL SECTION PEDESTRIAN BARRIER FOR ADDITIONAL DETAILS THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
PEDESTRIAN BARRIER
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
1" "
1'11" MIN.
3'0" *
3'7" *
S3 AND AS3 1'8" S4 1'10" AS4 1'0" MIN. TOP OF BRIDGE DECK 90 SHEET 1'0" S4 AND AS4
3'0" *
10"
SR
JOB NO.
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT = EPOXY COATED REINFORCING STEEL * Dimension is based on 6" x 6'6" sidewalk. 7" 7" 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AB3 #4 AS3 #4 AS4 #4 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE AB2 #4 TOP OF WALL FINISH GRADE AT INSIDE BARRIER FACE S4 #4 ADJUST AROUND BLOCKOUT 3" x 7" x 2'0" BLOCKOUT IN DECK TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT, BACKFILL WITH GROUT * CONSTR. JOINT WITH ROUGHENED SURFACE 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
85
SECTION
B ?
APPROACH SLAB
SECTION
B ?
BRIDGE
SECTION
11" B1
11" B8
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION ~ PEDESTRIAN BARRIER"
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION ~ PEDESTRIAN BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
B ?
WALL
DETAIL FOR RETAINING WALL OR WINGWALL. FOR REINFORCING NOT SHOWN SEE STD. PLAN D15 OR WINGWALL PLANS.
NOTE TO DESIGNER: S3 AND S4 LENGTH BASED ON STANDARD DECK THICKNESS. M:\STANDARDS\Traffic Barriers\Pedestrian Barrier\PED BARRIER 2.MAN
10.2A42
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR SIZE & LOCATION, SEE JUNCTION BOX TABLE TS LT
2'-0"
TS
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.) J-BOX & BARRIER PANEL
2 STEEL CONDUIT TO PVC ADAPTORS IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10'-0" STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
TYPICAL AT END OF MODIFIED PEDESTRIAN BARRIER END SECTION WHERE THRIE BEAM END SECTION "DESIGN F" STD. PLAN C-7a OR GUARDRAIL END SECTION "DESIGN D OR F" STD PLAN C-5 IS USED. 180'-0" MAX. J-BOX & BARRIER PANEL
A
J-BOX & BARRIER PANEL J-BOX & BARRIER PANEL
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT
#4 x 3'-6" (TYP.)
TS
LT
TS
LT
BLOCKOUT FOR CONDUITS CONDUIT DEFLECTION FITTING A STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
CONCRETE
"
"
SOIL
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE) BONDING JUMPER 1" TIES ~ SPACE @ 2" MAX. 1" CONDUIT DEFLECTION FITTING WITH INTERNAL BONDING JUMPER CONDUIT PIPE
CONDUIT PIPE
SECTION
1'-2"
7/17/2012
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT CONDUIT PIPE SIZED PER WIRING SCHEDULE
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP CONDUIT EXPANSION FITTING
CONCRETE
EXPANSION JOINT
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP BUNDLE 2 B1 #5 OR 2 B8 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.) " POLYETHYLENE OR COPPER PIPE DRAIN
SECTION
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8" x 8" x 18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ".
10.2-A4-3
5'0" GUARDRAIL CONNECTION TO TRAFFIC BARRIER SEE DETAILS THIS SHEET CURB LINE CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 1'10" MIN. 2'6" MAX. (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 8'0" (TYP.)
A ?
EDGE OF DECK
B ?
PROVIDE 5 " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP). RESINBONDED ANCHORS MAY BE SUBSTITUTED.
2'6" 4"
3" BRIDGE APPROACH SLAB BEVEL BOTH ENDS 6" 6" 2 R4 #6 2 R3 #4 BRIDGE DATE NUMERALS (INSIDE FACE) (SEE STD. PLAN E1)
3"
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a) TOP OF ROADWAY
CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #5 ~ 15 SPA. @ 6" = 7'6" R1A #5 & R2 #5 ~ 6 SPA. @ 9" = 4'6" 9" AS1 #5 @ 9" MAX. R1 #5 & 9" AS1
R3 #4 AR3 #4
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE. *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE".
S1
9"
S1 #5 @ 9" MAX.
R2 R1
#5 #5
3'6" **
R6 #4
2'8"
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
PARALLEL SURFACES
9"
R2 #5 @ 9" MAX.
R1 #5 &
R2 #5 @ 9" MAX.
NOTE TO DESIGNERS
1. If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also. 2. The nonapplicable text should be removed from the actual bridge plans.
3" MAX.
3" MAX.
CONSTR. JT. WITH ROUGHENED SURFACE FORMED DECK EDGE TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH S2 #4
R=2"
7"
AS2 #4 &
3"*
" R=10
1'1" 1'6"
S1
#5
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE " CHAMFER OR " HALF TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS ROUND DRIP GROOVE (TYP.) SHOWN ON LAYOUT.
SR
JOB NO.
1'8"
1'10"
TOP OF ROADWAY
10.2A51A
5'0" GUARDRAIL CONNECTION TO TRAFFIC BARRIER SEE DETAILS THIS SHEET CURB LINE CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 1'10" MIN. 2'6" MAX. (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 8'0" (TYP.)
A ?
PROVIDE 5 " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP). RESINBONDED ANCHORS MAY BE SUBSTITUTED.
EDGE OF DECK
B ?
2'6" 4"
3" BRIDGE APPROACH SLAB BEVEL BOTH ENDS 6" 6" 2 R4 #6 2 R3 #5 BRIDGE DATE NUMERALS (INSIDE FACE) (SEE STD. PLAN E1)
3"
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a) TOP OF ROADWAY
CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #6 @ 6" R1 #5 & R2
R3 #5 AR3 #5
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE. *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE".
S1 #5 @ 9" MAX.
9"
S1 #6 @ 9" MAX.
R2 R1
#5 #5
3'6" **
R6 #4
2'8"
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
PARALLEL SURFACES
9"
R2 #5 @ 9" MAX.
NOTE TO DESIGNERS
1. If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also. 2. The nonapplicable text should be removed from the actual bridge plans.
3" MAX.
CONSTR. JT. WITH ROUGHENED SURFACE FORMED DECK EDGE TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH S2 #5
R=2"
7"
S2 #5 &
R6 #4 @ 1'6" MAX.
3"*
" R=10
1'1" 1'6"
S1
#6
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE " CHAMFER OR " HALF TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS ROUND DRIP GROOVE (TYP.) SHOWN ON LAYOUT.
SR
JOB NO.
1'8"
1'10"
TOP OF ROADWAY
10.2A51B
C
DUMMY JOINT FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE DUMMY JOINTS NORMAL TO GRADE " RADIUS
2'3"
2'8"
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
VIEW
A ?
1" " "R.
SECTION
" RADIUS
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION TRAFFIC BARRIER" FOR ADDITIONAL DETAILS THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
1" "
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT TOP OF BRIDGE DECK 10 7 1'9" S1 1'11" AS1
3'2"
83 CURB LINE CURB LINE TOP OF BRIDGE DECK AT CURB LINE 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AR3 #4 AS1
3'3"
1'1"
CURB LINE
96
3'10"
RI VA ES
TOP OF ROADWAY AT CURB LINE 3" x 7" x 2'0" BLOCKOUT IN DECK TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE 7"
S1 AS1
6" 6" S1 1
1'0" 1'0" 10 7
4"
VARIES R1A
R9
10"
3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
10
1'0"
97
#5 AS2 #4
96
" 7 2'
4"
SECTION B BRIDGE ?
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
SECTION B ?
DETAIL FOR WINGWALL. FOR REINFORCING NOT SHOWN SEE WINGWALL PLANS.
WALL
10.2A52A
C
DUMMY JOINT FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE DUMMY JOINTS NORMAL TO GRADE " RADIUS
2'3"
2'8"
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
VIEW
A ?
1" " "R.
SECTION
" RADIUS
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION TRAFFIC BARRIER" FOR ADDITIONAL DETAILS THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
1" "
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT 10 7
RI VA
1'1"
3'2"
3'10"
4"
AS1
S1
AND AS1
10 7
R1A
7"
1'3"
4"
97
ES
11"
83
CURB LINE TOP OF BRIDGE APPROACH SLAB AT CURB LINE 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AR3 #4 AS1 #5 AS2 #4
CURB LINE TOP OF BRIDGE DECK AT CURB LINE 3" x 7" x 2'0" BLOCKOUT IN DECK TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
CURB LINE
96
S1
6" 6"
1'1" 1'3"
1'0" 1'0"
VARIES R9
3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
10"
7 2' "
97
3'3"
SECTION B BRIDGE ?
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
SECTION B ?
DETAIL FOR WINGWALL. FOR REINFORCING NOT SHOWN SEE WINGWALL PLANS.
WALL
1'3" R1
R2
10.2A52B
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR SIZE & LOCATION, SEE JUNCTION BOX TABLE TS LT
CURB LINE
2'-0"
CONDUIT DEFLECTION FITTING A WITH INTERNAL BONDING JUMPER. SEE DETAIL THIS SHEET
TS
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.) J-BOX & BARRIER PANEL
2 STEEL CONDUIT TO PVC ADAPTORS IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10'-0" STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
TYPICAL AT END OF MODIFIED TRAFFIC BARIER END SECTION WHERE THRIE BEAM END SECTION "DESIGN F" STD. PLAN C-7a OR GUARDRAIL END SECTION "DESIGN D OR F" STD PLAN C-5 IS USED 180'-0" MAX. J-BOX & BARRIER PANEL
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT
#4 x 3'-6" (TYP.)
L (TYP.)
TS
LT
TS
LT
BLOCKOUT FOR CONDUITS CONDUIT DEFLECTION FITTING A STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
START CONCRETE WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP BUNDLE 2 R2 #5 OR 2 R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.) CONDUIT PIPE " POLYETHYLENE OR COPPER PIPE DRAIN
CONCRETE
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT CONDUIT PIPE SIZED PER WIRING SCHEDULE "
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP EXPANSION JOINT " CONDUIT EXPANSION FITTING
CONCRETE
SECTION
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8" x 8" x 18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ". 2'-0"
SOIL
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE) BONDING JUMPER 1" TIES ~ SPACE @ 2" MAX. 1" CONDUIT DEFLECTION FITTING WITH INTERNAL BONDING JUMPER CONDUIT PIPE
SECTION
A
BRIDGE SHEET NO.
10.2-A5-3
SHEET
OF
SHEETS
5'0"
C ?
GUARDRAIL CONNECTION TO TRAFFIC BARRIER SEE DETAILS THIS SHEET CURB LINE CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 3" 8'0" (TYP.)
A ?
2'6" 4"
EDGE OF SLAB
2'6" 4"
B ?
1'10"
TOP OF ROADWAY BRIDGE APPROACH SLAB BEVEL BOTH ENDS 6" 6" 2 R3 #4 2 R4 #6 R3 #4 BRIDGE DATE NUMERALS (INSIDE FACE) (SEE STD. PLAN E1)
3"
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a)
TOP OF ROADWAY
10" R4 #6 CONTINUOUS W/ 3'8" MIN. SPLICE PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE *** CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #5 ~ 15 SPA. @ 6" = 7'6" R2A #5 ~ 6 SPA. @ 9" = 4'6" 3" MAX. AS2 #4 & 9" AS1 #5 @ 9" MAX. R2 9" AS1 #5 15 SPA. @ 6" = 7'6" S1 #5 ~ 15 SPA. @ 6" = 7'6" R2 9" S1 #5 @ 9" MAX. AR3 #4 R6 #4 R3 #4 CONT. WITH 2'0" MIN. SPLICE (TYP.) 2" CONDUIT PIPE
8"
"
PROVIDE " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP.). RESINBONDED ANCHORS MAY BE SUBSTITUTED.
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
3'6" **
SHEET
JOB NO.
SR
R2 #5
R. 2" CL
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE"
9"
#5 @ 9" MAX.
#5 @ 9" MAX.
CONSTR. JT. WITH ROUGHENED SURFACE FORMED DECK EDGE TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH S2 #4
TOP OF ROADWAY
NOTE TO DESIGNERS
If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also. The nonapplicable text should be removed from the actual bridge plans.
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS SHOWN ON LAYOUT.
10.2A61A
5'0"
C ?
GUARDRAIL CONNECTION TO TRAFFIC BARRIER SEE DETAILS THIS SHEET CURB LINE
CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'0" TRAFFIC BARRIER END SECTION (TYP.) 1'10" MIN. 2'6" MAX. (TYP.) 8'0" (TYP.) VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'0" TO 9'6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'11" 8" 3" 8'0" (TYP.)
A ?
2'6" 4"
EDGE OF SLAB
B ?
2'6" 4"
1'10"
TOP OF ROADWAY BRIDGE APPROACH SLAB BEVEL BOTH ENDS 6" 6" 2 R3 #5 2 R4 #6 R3 #5 BRIDGE DATE NUMERALS (INSIDE FACE) (SEE STD. PLAN E1)
3"
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C7a)
TOP OF ROADWAY 10" R4 #6 CONTINUOUS W/ 3'8" MIN. SPLICE PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE *** CONDUIT DEFLECTION FITTING A (TYP.) BLOCKOUT FOR CONDUITS 3'0" AS1 #6 @ 6" S1 #6 ~ 25 SPA. @ 6" = 12'6" R2 #5 @ 9" MAX. R2 9" S1 #6 @ 9" MAX. AR3 #5 R6 #4 R3 #5 CONT. WITH 2'0" MIN. SPLICE (TYP.) 2" CONDUIT PIPE " 8" CURB LINE, PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE ***
PROVIDE " ROCKET/KOHLER F50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP.). RESINBONDED ANCHORS MAY BE SUBSTITUTED.
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
3'6" **
SHEET
JOB NO.
SR
** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE" TOP OF ROADWAY
9"
#5 @ 9" MAX.
NOTE TO DESIGNERS
1. If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also. The nonapplicable text should be removed from the actual bridge plans.
S2
#5 AND
R6 #4 @ 1'6" MAX.
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS SHOWN ON LAYOUT.
10.2A61B
CURB LINE
DUMMY JOINT
" RADIUS
2'7"
2'8"
2'3"
DUMMY JOINTS NORMAL TO GRADE FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE.
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
END VIEW
NESTED WBEAM WITH RUBRAIL SHOWN (SEE STD. PLAN C25.1802) BARRIER TOE TAPER NOT REQUIRED.
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5)
" RADIUS
VIEW
A 1
SECTION
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION TRAFFIC BARRIER" FOR ADDITIONAL DETAILS. THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
" R 1"" " TO 0.6" DEEP IRREGULAR FRACTURE " DEEP x " WIDE SAWCUT GROOVE REQUIRED AT FIRST DUMMY JOINT AT EACH CORNER OF BRIDGE, TRAFFIC SIDE OF BARRIER ONLY. TOP OF BRIDGE DECK
3"
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
6"
6"
BENDING DIAGRAM
1'0" MIN. 1'8" S2 1'10" AS2 ALL DIMENSIONS ARE OUT TO OUT. 4 TOP OF BRIDGE DECK 21 1'1" MIN. 4 21 AR6 #4 TOP OF BRIDGE DECK CURB LINE CURB LINE
VIEW
C 1
CURB LINE
S1 AS1
7"
3'10"
4"
SHEET
NOTE TO DESIGNER: S1 AND S2 LENGTH BASED ON STANDARD DECK THICKNESS. FOR W1 & W2 BARS SEE WINGWALL OR RETAINING WALL PLANS.
4"
JOB NO.
SR
TOP OF BRIDGE APPROACH SLAB AT CURB LINE 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT * AR3 #4 AS1 #5 AS2 #4 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
3" 6"
6"
2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE 3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT *
21 4
21 4
S VARIE
" 3'3
" 3'3
1'1" R2
VARIES R2
1'2" R9
SECTION B ?
BRIDGE
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
SECTION B ?
DETAIL FOR WINGWALL. FOR REINFORCING NOT SHOWN SEE WINGWALL PLANS.
WALL
10.2A62A
CURB LINE
DUMMY JOINT
" RADIUS
2'7"
2'8"
2'3"
DUMMY JOINTS NORMAL TO GRADE FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE.
END VIEW
WBEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5).
END VIEW
NESTED WBEAM WITH RUBRAIL SHOWN (SEE STD. PLAN C25.1802) BARRIER TOE TAPER NOT REQUIRED.
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION OR "F" CONNECTION (SEE STD. PLAN C5)
" RADIUS
VIEW
A 1
SECTION
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION TRAFFIC BARRIER" FOR ADDITIONAL DETAILS. THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
3"
" DEEP x " WIDE SAWCUT GROOVE REQUIRED AT FIRST DUMMY JOINT AT EACH CORNER OF BRIDGE, TRAFFIC SIDE OF BARRIER ONLY. TOP OF BRIDGE DECK
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
6"
6"
VIEW
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT. 1'11" S2 2'1" AS2 TOP OF BRIDGE DECK 4 21 1'1" MIN. 4 21
C 1
CURB LINE
3"
S1 AS1
1'0" 1'0" 1'0" 6" S2 & 6" AS2 6" AS1 #6 AS2 #5
11" 11" S1
AR3 #5 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
7"
SHEET
NOTE TO DESIGNER: S1 AND S2 LENGTH BASED ON STANDARD DECK THICKNESS. FOR W1 & W2 BARS SEE WINGWALL OR RETAINING WALL PLANS.
4 4"
4 4"
3'10"
JOB NO.
SR
TOP OF BRIDGE APPROACH SLAB AT CURB LINE 3" x 1'1" x 2'0" BLOCKOUT IN SLAB TO ALLOW CONDUITS TO EXIT *
TOP OF ROADWAY AT CURB LINE 3" x 10" x 2'0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT *
21
21
SECTION B ?
BRIDGE
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION TRAFFIC BARRIER"
SECTION B ?
DETAIL FOR WINGWALL. FOR REINFORCING NOT SHOWN SEE WINGWALL PLANS.
WALL
VARIE
" 3'3
" 3'3
1'1" R2
VARIES R2
1'2" R9
* BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT
10.2A62B
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR SIZE & LOCATION, SEE JUNCTION BOX TABLE TS LT
CURB LINE
2'-0"
CONDUIT DEFLECTION FITTING A WITH INTERNAL BONDING JUMPER. SEE DETAIL THIS SHEET
TS
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.) J-BOX & BARRIER PANEL
2 STEEL CONDUIT TO PVC ADAPTORS IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10'-0" STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
TYPICAL AT END OF MODIFIED TRAFFIC BARIER END SECTION WHERE THRIE BEAM END SECTION "DESIGN F" STD. PLAN C-7a OR GUARDRAIL END SECTION "DESIGN D OR F" STD PLAN C-5 IS USED 180'-0" MAX. J-BOX & BARRIER PANEL
A
J-BOX & BARRIER PANEL J-BOX & BARRIER PANEL
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT
#4 x 3'-6" (TYP.)
L (TYP.)
TS
LT
TS
LT
BLOCKOUT FOR CONDUITS CONDUIT DEFLECTION FITTING A STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
CONCRETE
"
SOIL
SECTION
2'-0"
JOB NO.
SR
7/17/2012
START CONCRETE WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP BUNDLE 2 R2 #5 OR 2 R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.) CONDUIT PIPE
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP EXPANSION JOINT CONDUIT EXPANSION FITTING
CONCRETE
SECTION
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8" x 8" x 18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ".
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE)
10.2-A6-3
LIGHTING BRACKET ANCHORAGE OMIT 1'6" x 1'6" SQUARE AREA OF FRACTURED FIN FINISH CENTERED AROUND LIGHTING BRACKET ANCHORAGE 3'3"
JUNCTION BOX
A
1" CONDUIT PIPE
JUNCTION BOX & PULL BOX 8" x 8" x 1'6" NEMA 4X S.S. (TYP.) JUNCTION BOX CAN BE RECESSED UP TO " (SEE SPECIAL PROVISIONS) TOP OF BARRIER CHIP OR FORM FACE OF BARRIER FLUSH UNDER SUPPORT ELBOW BASE PLATE. APPLY EPOXY BONDING AGENT TO SURFACE TO ASSURE UNIFORM BEARING SURFACE. SEE STANDARD SPECIFICATION SECTION 926.1
1'0"
A1 #6
1'9"
TIGHTEN ANCHOR BETWEEN BOLT HEAD AND HEX NUT/LOCK WASHER (TYP.) A2 #6 R1 ANCHOR 1 x 13 x 1'1 (ASTM A36) TOP OF ROADWAY SLAB S1
ANCHOR
1" H.S. BOLT THREADED FULL LENGTH WITH HARDENED LOCK WASHER AND HEAVY HEX NUT (TYP.). SEE STANDARD SPECIFICATION SECTION 929.6(5). TOP OF ROADWAY SLAB 6" MIN. EMBED.
S2
A2 #6 ANCHOR
A1
#6
SECTION
" POLYETHYLENE OR COPPER DRAIN PIPE NOTE: INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS WITHIN CONDUIT RUN. SEE "TRAFFIC BARRIER SHEETS" FOR BARRIER DIMENSIONS. SEE TRAFFIC BARRIER SHEETS FOR INFORMATION NOT SHOWN.
S1 , S2 AND R1 BARS THAT OCCUR IN THIS AREA ARE TO BE MOVED TO THE NEAREST EDGE OF THE ANCHOR PLATE.
ELEVATION
1" 1"
10"
JBOX
1'1"
TRAFFIC BARRIER
6"
10"
8" x 8" x 1'6" NEMA 4X S.S. JUNCTION BOX POLE BASE PER STD. PLAN J28.4500 LIGHTING BRACKET PER STD. PLAN J28.4500 TRAFFIC BARRIER LUMINAIRE STA.
1'1"
1"
6"
ANCHORAGE BARLIST
MARK # 2" CONDUIT SIZE 6 6 LENGTH 1'9" 5'0" BEND TYPE STRAIGHT STRAIGHT
SHEET
ANCHOR PLATE
GALVANIZE PER AASHTO M 111 M:\STANDARDS\Traffic Barriers\Luminare\LUMANCHORAGETBF.man
PLAN
A1 A2
JOB NO.
10.2A71
SR
LIGHTING BRACKET ANCHORAGE OMIT 1'6" x 1'6" SQUARE AREA OF FRACTURED FIN FINISH CENTERED AROUND LIGHTING BRACKET ANCHORAGE 3'0" MIN.
JUNCTION BOX 1'0" CHIP OR FORM FACE OF BARRIER FLUSH UNDER SUPPORT ELBOW BASE PLATE. APPLY EPOXY BONDING AGENT TO SURFACE TO ASSURE UNIFORM BEARING SURFACE. SEE STANDARD SPECIFICATION SECTION 926.1 1" CONDUIT PIPE & CAP R2 2 A1 #6
A
1" CONDUIT PIPE
JUNCTION BOX & PULL BOX 8" x 8" x 1'6" NEMA 4X S.S. (TYP.) JUNCTION BOX CAN BE RECESSED UP TO " (SEE SPECIAL PROVISIONS) TOP OF BARRIER
1'9"
TIGHTEN ANCHOR BETWEEN BOLT HEAD AND HEX NUT/LOCK WASHER (TYP.) A2 #6
ANCHOR
1" H.S. BOLT THREADED FULL LENGTH WITH HARDENED LOCK WASHER AND HEAVY HEX NUT (TYP.). SEE STANDARD SPECIFICATION SECTION 929.6(5). 6" MIN. EMBED.
S2
SECTION
A2 #6 ANCHOR S1 , S2 AND R2 BARS THAT OCCUR IN THIS AREA ARE TO BE MOVED TO THE NEAREST EDGE OF THE ANCHOR PLATE. A1 #6 CONDUIT PIPE. 2" OR SEE WIRING SCHEDULE FOR SIZE. SEE TRAFFIC BARRIER SHEETS FOR INFORMATION NOT SHOWN. " POLYETHYLENE OR COPPER DRAIN PIPE NOTE: INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS WITHIN CONDUIT RUN. SEE "TRAFFIC BARRIER SHEETS" FOR BARRIER DIMENSIONS.
ELEVATION
8" x 8" x 1'6" NEMA 4x S.S. JUNCTION BOX
1" 1"
10"
1"
LUMINAIRE POLE
HANDHOLE TOWARD TRAFFIC SIDE CONDUIT PER WIRING SCHEDULE TRAFFIC BARRIER
JBOX
1'1"
6"
8" x 8" x 1'6" NEMA 4X S.S. JUNCTION BOX POLE BASE PER STD. PLAN J28.45 LIGHTING BRACKET PER STD. PLAN J28.45
1'1"
10"
ANCHORAGE BARLIST
SIZE 6 6 LENGTH 1'9" 5'0" BEND TYPE STRAIGHT STRAIGHT
1"
6"
ANCHOR PLATE
GALVANIZE PER AASHTO M 111
SHEET
2" CONDUIT
PLAN
A2
JOB NO.
M:\STANDARDS\Traffic Barriers\Luminare\LUMANCHORAGESSTB.MAN
10.2A72
SR
LIGHTING BRACKET ANCHORAGE OMIT 1'6" x 1'6" SQUARE AREA OF FRACTURED FIN FINISH CENTERED AROUND LIGHTING BRACKET ANCHORAGE 3'0" MIN.
JUNCTION BOX JUNCTION BOX & PULL BOX 8" x 8" x 1'6" NEMA 4X S.S. (TYP.) JUNCTION BOX CAN BE RECESSED UP TO " (SEE SPECIAL PROVISIONS) TOP OF PEDESTRIAN BARRIER
1'0"
A
1" CONDUIT PIPE CHIP OR FORM FACE OF BARRIER FLUSH UNDER SUPPORT ELBOW BASE PLATE. APPLY EPOXY BONDING AGENT TO SURFACE TO ASSURE UNIFORM BEARING SURFACE. SEE STANDARD SPECIFICATION SECTION 926.1 1" CONDUIT PIPE & CAP 1" H.S. BOLT THREADED FULL LENGTH WITH HARDENED LOCK WASHER AND HEAVY HEX NUT (TYP.). SEE STANDARD SPECIFICATION SECTION 929.6(5). 2 A1 #6
1'9"
TIGHTEN ANCHOR BETWEEN BOLT HEAD AND HEX NUT/LOCK WASHER (TYP.) A2 #6 ANCHOR 1 x 13 x 1'1 (ASTM A36) TOP OF SIDEWALK
ANCHOR
TOP OF SIDEWALK
A2 #6 ANCHOR
A1 #6
ELEVATION
" POLYETHYLENE OR COPPER DRAIN PIPE NOTE: INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS WITHIN CONDUIT RUN. SEE "PEDESTRIAN BARRIER SHEETS" FOR BARRIER DIMENSIONS. HANDHOLE TOWARD TRAFFIC SIDE CONDUIT PER WIRING SCHEDULE 8" x 8" x 1'6" NEMA 4X S.S. JUNCTION BOX 8" x 8" x 1'6" NEMA 4x S.S. JUNCTION BOX
SECTION
SEE PEDESTRIAN BARRIER SHEETS FOR INFORMATION NOT SHOWN.
LUMINAIRE POLE
JBOX
6"
PEDESTRIAN BARRIER LIGHTING BRACKET PER STD. PLAN J28.45 POLE BASE PER STD. PLAN J28.45 FACE OF BARRIER 1 1" HOLE (TYP.) LUMINAIRE STA.
1'1"
10"
1"
6"
ANCHORAGE BARLIST
MARK # SIZE 6 6 LENGTH 1'9" 5'0" BEND TYPE STRAIGHT STRAIGHT A1
8" HOLE
ANCHOR PLATE
GALVANIZE PER AASHTO M 111
2" CONDUIT
PLAN
A2
10.2A73
10C502
A
" x 2" SLOT IN THRIE BEAM FOR " CARRIAGE BOLT (TYP.) EXISTING CONC. END POST BEAM GUARDRAIL TYPE THRIE BEAM 8" POST (TYP.) * SHEAR PLATE ~ SEE "SHEAR PLATE" DETAIL THIS SHEET TREATED TIMBER BLOCK (TYP.) HOLE FOR " LAG SCREW (TYP.)
B
" x 2" SLOT IN THRIE BEAM FOR " CARRIAGE BOLT (TYP.)
THRIE BEAM ELEMENT
1'-6"
*10" VOID (TYP.) TOP OF EXISTING CURB TOP OF EXISTING HMA TOP OF EXISTING BRIDGE DECK
TOP OF EXISTING CURB TOP OF EXISTING HMA TOP OF EXISTING BRIDGE DECK
TOP OF EQUAL EXISTING CURB TOP OF EXISTING HMA TOP OF EXISTING BRIDGE DECK 2" MIN.** ** ADJUST BLOCKOUT SPACING AS NEEDED TO MAINTAIN EDGE CLEARANCE.
NOTES:
* SEE GENERAL NOTE NO. 5 ON BRIDGE SHEET NO. 1. 4" x 7" x FIELD MEASURE * & 5" x 7" x FIELD MEASURE * TREATED TIMBER BLOCKOUT WITH VERTICAL GRAIN
FIELD CUT NOTCH TO FIT. " MAX. CLEAR. 1" CLR. 2" MIN.
" HOLE
1" CLR. TOP OF THRIE BEAM ELEMENT CORE DRILL HOLE FOR " x ?? CARRIAGE BOLT
SQUARE WASHER
1'-2"
C
7"
SECTION
6"
7"
" x ?? CARRIAGE BOLT BAR SHEAR PLATE (SEE SHEAR PLATE DETAILS) FIELD CUT NOTCH TO FIT " MAX. CLEAR 5" x 7" x FIELD MEASURE * TREATED TIMBER BLOCKOUT WITH VERTICAL GRAIN
1'-4" 2"
4" (TYP.)
2'-8"
2'-8"
1"
7"
1'-3"
SECTION
REQUIRED AT ?? LOCATIONS
SECTION
?? ASSEMBLIES
SHEAR PLATE
10.4-A1-1
Thu Sep 02 14:04:37 2010
BEAM GUARDRAIL TYPE THRIE BEAM (SEE STD. PLAN C-1a) " x 1" BUTTON HEAD BOLT & NUT WITH LOCK WASHER (TYP.) ??? CURB OR SIDEWALK
1"
NOTES:
* SEE GENERAL NOTE NO. 5 ON BRIDGE SHEET NO. 1. POST BOLT SLOT " x 2" (TYP.)
2'-11"
1'-6"
1'-8"
A
???"*
3" (TYP.)
EXIST. SLOPE
CORE DRILL HOLES FOR " RESIN BONDED ANCHORS W/ LOCK AND FLAT WASHERS. (4 TOTAL PER STEEL BLOCKOUT) EMBEDMENT AND HOLE DIAMETER PER MANUFACTURER'S RECOMMENDATION, 7" MIN. 3" MIN. CLEAR TO EDGE OF RAILBASE JOINT OR EXPANSION JOINT. ADJUST BLOCKOUT SPACING WITHIN SPECIFIED TOLERANCE TO MAINTAIN EDGE CLEARANCE AND AVOID VERTICAL AND TOP HORIZONTAL REINFORCEMENT.
BACKUP PLATE
BACKUP PLATE REQUIRED AT POST WHERE NO THRIE BEAM GUARDRAIL SPLICE OCCURS.
" HOLE FOR " BOLT (TYP.) EXISTING CONCRETE BARRIER THRIE BEAM GUARDRAIL STEEL GUARDRAIL POST
STEEL BLOCKOUT
" x 1" BUTTON HEAD BOLT & NUT WITH LOCK WASHER
CONC. PARAPET
1" (TYP.)
0
THRIE BEAM RETROFIT CONCRETE RAILBASE
BASE 3" CLR. MIN. TO EDGE OF JOINT IN CURB (TYP.) ADJUST POST SPACING WITHIN SPECIFIED TOLERANCE TO MAINTAIN CLEARANCE TO CURB JOINT. 10" 4" 2" " 5" 1"
1" (TYP.) 7"
POST CURB LINE TOP OF THRIE BEAM ELEMENT THRIE BEAM GUARDRAIL (SEE STD. PLAN C-1a) " x 1" BUTTON HEAD BOLT & NUT WITH LOCK WASHER (TYP.)
???"*
6"
1"
3" R.
BASE
2'-8"
1" RADIUS (TYP.) CORE DRILL FOR 2 ~ 1" RESIN BONDED ANCHORS WITH LOCK AND FLAT WASHERS (EMBEDMENT AND HOLE SIZE PER MANUFACTURER'S RECOMMENDATION, 1'-0" MIN.) CORE DRILL FOR 2 ~ " RESIN BONDED ANCHORS WITH LOCK AND FLAT WASHERS (EMBEDMENT AND HOLE SIZE PER MANUFACTURER'S RECOMMENDATION, 6" MIN.) TRAFFIC SIDE 1" HOLE FOR 1" ANCHOR POST " HOLE FOR " ANCHOR
VIEW
1'-0"
6"
6"
7"
HEAVY HEX LEVELING NUTS AND LOCK AND FLAT WASHERS W/ 1" GROUT PAD AT POST .
NOTES:
* SEE GENERAL NOTE NO. 5 ON BRIDGE SHEET NO. 1. ** POST HEIGHT MAY VARY DEPENDING ON CURB HEIGHT. CONTRACTOR TO VERIFY BEFORE FABRICATION OF ASSEMBLIES.
1'-8"
ATTACHMENT BOLT
SPLICE BOLT
BACKUP PLATE
BACKUP PLATE REQUIRED AT POST WHERE NO THRIE BEAM GUARDRAIL SPLICE OCCURS. BASE PLATE
ISOMETRIC VIEW 0
THRIE BEAM RETROFIT CONCRETE CURB
1'-2"
10.4-A1-3
Appendix 10.2-A6-3 Traffic Barrier Single Slope 42 Details 3 of 3 (TL-4 and TL-5)
FACE OF BEAM GUARDRAIL TYPE THRIE BEAM (SEE STD. PLAN C-1a.) TOP OF THRIE BEAM ELEMENT MOUNTING BRACKET (SEE BR. SHT. ??? FOR DETAILS) ** FILL WITH SURFACING MATERIAL APPROVED BY THE ENGINEER.
2'-8"
HSS 6 x 3 x x ??? STEEL POST BEAM GUARDRAIL TYPE THRIE BEAM (SEE STD. PLAN C-1a.)
" x 1" BUTTON HEAD BOLT W/SQUARE WASHER " x 7" BOLT W/ NUT AND WASHER.
" x 7" BOLT WITH NUT AND WASHER. RAIL ELEMENT TO REST ON BOLT HEAD.
TOP OF EXIST. TIMBER DECK 3" x ??" TREATED TIMBER BLOCKING (TYP.) BLOCKING THICKNESS SHALL BE SUCH THAT THE TOP OF THE VERTICAL WEB OF THE MOUNTING BRACKET SHALL BE " BELOW WEARING COURSE SURFACE. EXISTING STRINGERS (TYP.) BACKING (SEE BR. SHT. ??? FOR DETAILS)
*?
A ?
" CLR.
SEE DETAIL
3" x ?? TREATED TIMBER PAVING BULKHEAD CONTINUOUS BETWEEN STEEL MOUNTING BRACKETS. FASTEN TO DECK WITH " x ?" LAG SCREWS AT 2'-0" CTRS. MATCH HMA TO TOP OF BULKHEAD.
WATER BARRIER
BEARING (SEE DETAIL ON BR. SHT. ???.) TOP OF HMA OVERLAY AND BALLAST BASE PLATE
2 ~ " x ?" LAG SCREWS LAG SCREWS SHALL BE EMBEDED INTO THE TIMBER DECKING. 4 x 8 TRADE SIZE x 1'-0" TREATED TIMBER BLOCK TO FIT SNUG AGAINST EXTERIOR STRINGER. TRIM IF NECESSARY. 3 ~ 1" BOLTS W/ LOCK WASHERS AND NUTS
WATER BARRIER
BEARING PLATE (SEE DETAIL ON BR. SHT. ???) " x 8" BOLT & LOCK WASHER (AASHTO M 164) 2 ~ 1" x 3" BOLTS, AASHTO M 164, WITH LOCK WASHER AND NUT (TYP.)
" x 1" BOLT WITH 1 x 1" SQUARE WASHER & LOCK WASHER (SEE DETAIL ON BR. SHT. ???)
DETAIL
HSS 6 x 3 x STEEL POST 16 GAUGE GALV. SHEET METAL (SAME LENGTH AS THRIE BEAM) " x 2" LAG SCREW
16 GAUGE GALV. SHEET METAL (SAME LENGTH AS THRIE BEAM) WATERPROOF SEAL OF RUBBERIZED ASPHALT BETWEEN SURFACING AND BOTTOM OF WATER BARRIER 1"
3"
STEEL POST " x 2" LAG SCREW ~ 2 EQUAL SPACES 1'-0" (TYP.)
STEEL POST
1"
3"
??" x ??" (4X TRADE SIZE) TREATED TIMBER PAVING BULKHEAD. FASTEN TO DECK WITH " x 8" LAG SCREWS AT 2'-0" CTRS.
" BOLT WITH NUT, LOCK WASHER & SQUARE WASHER AT EACH END (TYP.)
8"
9"
HSS 6 x 3 x x FIELD MEASURE STEEL POST BEARING " x 8" BOLT & LOCK WASHER AASHTO M 164
2'-0"
4"
5"
4"
1"
1" x 3" BOLT AASHTO M 164 WITH LOCK WASHER AND NUT (TYP.) 3" MIN. BASE MOUNTING BRACKET
8"
9"
2"
4"
1'-0"
4"
2"
?d NAILS TO TACK LAYERS Note: Remove nail and nail note if only one layer of blocking. If multiple layers of blocking are used nail layers together & call out correct nail type.
1"
4" 1'-5"
6"
3"
1" 5"
3" 1"
1"
BAR
2"
4"
" HOLE
BAR
PLAN
2"
2"
1"
VIEW
" "
1" " "
SIDE VIEW
DESIGNER TO DETERMINE BRACKET PLAN LENGTH AND ADJUST DETAILS ACCORDINGLY 9"
1"
BAR
3"
DISTRIBUTION PLUMB
5"
???? 3"-5"
"
"
ELEVATION
MOUNTING BRACKET 0
WP THRIE BEAM RETROFIT SL1 - DETAILS 2 OF 2
6"
2"
VIEW
A ??
1'-6"
1'-0"
THE CONTRACTOR SHALL ASSEMBLE AND TRIM THE BLOCK ASSEMBLIES SUCH THAT THE TOP OF THE VERTICAL WEB OF THE MOUNTING BRACKET SHALL BE " BELOW WEARING COURSE SURFACE.
4"
" HOLES
" HOLE
2"
EXISTING ASPHALT
1" MIN.
6"
5'-0" GUARDRAIL CONNECTION TO TRAFFIC BARRIER. SEE DETAIL THIS SHEET. CURB LINE CONDUIT EXPANSION FITTING (TYP. AT EXPANSION JOINT) SEE TRAFFIC BARRIER SHEET ?? FOR DETAILS.
SEE TRAFFIC BARRIER DETAIL SHEET ?? FOR BLOCKOUT DETAILS. 8'-0" TRAFFIC BARRIER END SECTION (TYP.) 1'-10" MIN. 2'-6" MAX. (TYP.) 8'-0" (TYP.) VARIES ~ 6'-0" TO 9'-6" (SECTION ADJACENT EXP. JOINT) APPROACH SLAB
BACK OF PAVEMENT SEAT VARIES ~ 6'-0" TO 9'-6" (SECTION ADJACENT EXP. JOINT) BRIDGE 2'-11" 8" 8'-0" (TYP.)
A ?
B ?
PROVIDE 5 - " ROCKET/KOHLER F-50, LANCASTER MALLEABLE, OR DAYTON/RICHMOND F-62 FLARED THIN SLAB FERRULE INSERTS OR APPROVED EQUAL (TYP). RESIN-BONDED ANCHORS MAY BE SUBSTITUTED. 3" 3"
1'-6" 4"
6" 2 R4 #6 R3 #4
THRIE BEAM END SECTION DESIGN "F" (SEE STD. PLAN C-7a) TOP OF ROADWAY
1'-10"
TOP OF ROADWAY
2 R3 #4 R4 #6 CONTINUOUS W/ 3'-8" MIN. SPLICE R6 #4 S1 #6 ~ 15 SPA. @ 6" = 7'-6" 9" S1 #6 @ 9" MAX.
* TOE HEIGHT MAY VARY, 2" MIN. TO 6" MAX. ** HEIGHT MAY VARY IF REQUIRED TO PROVIDE A PROFILE PLEASING TO THE EYE *** FOR TRANSVERSE ROADWAY SLOPES GREATER THAN 8%, CHANGE THE NOTE TO THE FOLLOWING: FOR THE LOW SIDE OF THE BRIDGE OR MEDIAN BARRIER "PERPENDICULAR TO 8% TRANSVERSE ROADWAY SLOPE" FOR THE HIGH SIDE OF THE BRIDGE BARRIER "PERPENDICULAR TO TRANSVERSE ROADWAY SLOPE"
S1 #6 ~ 15 SPA. @ 6" = 7'-6" R1A #5 & R2 #5 ~ 6 SPA. @ 9" = 4'-6" 3" MAX. 9"
9"
9"
7"
3"*
R1 #5 & R2 #5 @ 9"
2'-8" **
1'-10"
2" RGS CONDUIT PIPES (TYP.) OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
CONSTR. JT. WITH ROUGHENED SURFACE FORMED DECK EDGE TAIL OF TRAFFIC BARRIER AND BOTTOM OF SOFFIT TO BE FLUSH 4"
R=2"
1 "
NOTE TO DESIGNERS
TOP OF ROADWAY 1. If transverse roadway slope is greater than 8%, S1 and S2 bar bends need to be modified to account for the difference between the actual slope and 8% on the low side only of the bridge or median barrier. The barrier geometry needs to be checked also. 2. The non-applicable text should be removed from the actual bridge plans.
. CLR
3" 1'-3"
DRILL 1" x 9" HOLE FOR S1 #6 (SET WITH EPOXY RESIN) DRILL " x 5" HOLE FOR S2 #4 (SET WITH EPOXY RESIN)
NW REGION:
TERMINATE EACH CONDUIT PIPE AT SEPARATE TYPE 1 JUNCTION BOXES OFF END OF BRIDGE AS SHOWN ON LAYOUT.
JOB NO.
SHEET
M:\STANDARDS\Traffic Barriers\Rehab\TB1-R.man
SR
1'-8"
BRIDGE
06/23/2010
10.4-A2-1
CURB LINE
C
DUMMY JOINT FRACTURED FIN FINISH. OMIT DUMMY JOINT ON THIS FACE
" RADIUS
2'-3"
2'-8"
DUMMY JOINTS NORMAL TO GRADE TOP OF ROADWAY R9 #5 @ 9" REPLACES R2 #5 & R6 #4 BARS
TOP OF ROADWAY
TOP OF ROADWAY
END VIEW
W-BEAM SHOWN WITH "D" CONNECTION
END VIEW
THRIE BEAM SHOWN WITH "D" CONNECTION
" RADIUS
VIEW
A ?
1" " "R.
SECTION
SLIPFORM ALTERNATE
SEE "TYPICAL SECTION - TRAFFIC BARRIER" FOR ADDITIONAL DETAILS THE CONTRACTOR IS ADVISED THAT THE SLIPFORM CONSTRUCTION METHOD IS A PATENTED PROPRIETARY PROCESS FOR BARRIERS WITH A FRACTURED FIN FINISH.
1" "
TS = TRAFFIC SYSTEM LT = LIGHTING SYSTEM JUNCTION BOX LOCATIONS SHOWN ARE APPROXIMATE. CENTER JUNCTION BOX INSTALLATION BETWEEN BARRIER DUMMY JOINTS. INSTALL ALL CONDUIT RUNS TO DRAIN TO A BRIDGE END OR PROVIDE DRAIN AT ALL LOW POINTS IN CONDUIT RUN ON BRIDGE.
BENDING DIAGRAM
ALL DIMENSIONS ARE OUT TO OUT. = DIMENSIONS TO POINTS OF INTERSECTION. FOR W1 & W2 BARS SEE WINGWALL OR RETAINING WALL PLANS. 97
2'-5"
8"
8"
CURB LINE 89
CURB LINE
97
2'-5"
3'-0"
TOP OF ROADWAY
3" x 1'-1" x 2'-0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
TOP OF ROADWAY
3" x 7" x 2'-0" BLOCKOUT IN WALL TO ALLOW CONDUITS TO EXIT * 2 ~ 2" CONDUIT PIPES OR SEE WIRING SCHEDULE FOR CONDUIT SIZE
R2
R9
10 7
VA ES RI
10 7
2' -1"
7 10
96
SHEET
96
SECTION B ?
BRIDGE
6"
4"
11" S1
FOR DETAILS NOT SHOWN SEE "OUTSIDE ELEVATION" AND "TYPICAL SECTION - TRAFFIC BARRIER" * BLOCKOUT WIDTH MAY BE INCREASED TO 6" TO ALLOW CONDUITS OF A LARGER DIAMETER THAN 2" TO EXIT BARRIER OR WALL WITHOUT REBAR STEEL CONFLICT.
VARIES R1A
4"
1'-4" R1
SR
10.4-A2-2
JOB NO.
M:\STANDARDS\Traffic Barriers\Rehab\TB2-R.man
JUNCTION BOX & PULL BOX (TYP.) NEMA 4X STAINLESS STEEL WITH BOLT-ON LID OR EQUAL. FOR SIZE & LOCATION, SEE JUNCTION BOX TABLE TS LT
CURB LINE
TS
2'-0"
CONDUIT DEFLECTION FITTING A WITH INTERNAL BONDING JUMPER. SEE DETAIL THIS SHEET
2 ~ STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
LT JUNCTION BOX SIZED PER ELECTRICAL PLANS. LABEL JUNCTION BOX LIDS AS SHOWN (TYP.)
NOTE TO DESIGNERS
MODIFY THE FOLLOWING TO MATCH PROJECT REQUIREMENTS: 1. BARRIER END SECTION. 2. REMOVE GUARDRAIL IF NOT CONNECTED TO BRIDGE ITEM. 3. CONDUIT ALIGNMENT 10' STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND PVC CONDUIT IN STATIONARY FORM BARRIER
A
J-BOX & BARRIER PANEL
STAINLESS STEEL COVER SCREWS (TYP.) SECURE CONDUIT AND BOX TO REBAR TO PREVENT MOVEMENT TOP OF ROADWAY AT CURBLINE
#4 x 3'-6" (TYP.)
L (TYP.)
TS
LT
TS
LT
BLOCKOUT FOR CONDUITS CONDUIT DEFLECTION FITTING A STEEL CONDUIT SECTION BETWEEN CONDUIT DEFLECTION FITTING A AND JUNCTION BOX
STEEL CONDUIT TO PVC ADAPTOR IN STATIONARY FORM BARRIER WHERE PVC PIPE INSTALLED IN BARRIER
" POLYSTYRENE FOAM. WRAP 1 TIMES AROUND CONDUIT AND CONDUIT FITTING END
CONCRETE
3'-0" LONG EXPANDED POLYSTYRENE SLEEVE AROUND CONDUIT. DUCT TAPE SEAMS AND ENDS TO SEAL AND PREVENT CONCRETE FROM BONDING WITH FITTING AND CONDUIT CONDUIT PIPE SIZED PER WIRING SCHEDULE
"
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP.
CONCRETE
CONCRETE 1'-0"
1"
TIES @ 2"
1"
WHERE CONDUIT IN A STRUCTURE IS ROUTED ACROSS A JOINT, WRAP STEEL CONDUIT PIPE FOR 1'-0" ON EACH SIDE OF JOINT. PIPE WRAP TAPE SHALL BE 2" WIDE, 20 MIL. THICK, AND INSTALLED WITH A MINIMUM OF 1" OVERLAP. BUNDLE 2 R1 #5, 2 R2 #5 OR 2 R9 #5 ADJACENT TO EACH END OF JUNCTION BOX (TYP.)
START
SECTION
2 ~ STAINLESS STEEL MOUNTING TABS (TOP & BOT.) JUNCTION BOX ~ 8" x 8" x 18" NEMA 4X IN STATIONARY FORM BARRIER, ADJUSTABLE NEMA 3R IN SLIP FORM BARRIER. JUNCTION BOX CAN BE RECESSED UP TO ".
1'-2"
"
BONDING JUMPER
SHEET
1"
1"
SOIL
3" MIN., 6" MAX. (CONDUIT AND THREADS CAST OUTSIDE STRUCTURE)
SECTION
JOB NO.
M:\STANDARDS\Traffic Barriers\Rehab\TB3-R.man
10.4-A2-3
SR
AS1 #5 & AS2 #4 (TYP.) FOR SPACING SEE TRAFFIC BARRIER SHEET 2" AP4 #6 TOP @ 1'0" MAX & AP8 #6 TOP @ 1'0" MAX. (TYP.) AP3 #5 BOTTOM @ 9" MAX. (TYP.) 2" ROTATE AP8 BARS IN ACUTE CORNERS OF APPROACH SLAB.
BRIDGE
SKEW ANGLE
#5
1'0"
1' 0"
A 2
1'0" (TYP.)
1'0" (TYP.)
DIM.
2" (TYP.)
AP7
NOTES: NOTE: (A) Bridge approach slabs less than 40' wide no joint required. (B) Bridge approach slabs wider than 40' one or more joints are required to divide the slab into approximately 24' wide sections. 1. ALL EDGES OF BRIDGE APPROACH SLAB SHALL HAVE " RADIUS EXCEPT AT LONGITUDINAL JOINTS AND ADJACENT TO LTYPE ABUTMENTS. 2. LONGITUDINAL JOINTS SHALL BE PLACED ON LANE LINES AND SHALL BE CONSTRUCTED AND SEALED IN ACCORDANCE WITH STD. SPEC. SECTION 505.3(8). JOINTS MAY BE EITHER A SAWCUT CRACK CONTROL JOINT OR A CONSTRUCTION JOINT. SAWCUT JOINTS SHALL TERMINATE 1'0" BEFORE REACHING EDGE OF SLAB AND MUST BE SAW CUT AS SOON AS POSSIBLE AFTER PLACEMENT OF CONCRETE. SEE "LONGITUDINAL JOINT DETAIL" ON BRIDGE APPROACH SLAB DETAILS 2 OF 3. 3. THE MINIMUM LAP SPLICE OF #5 IS 2'0", #5 IS 2'6", #6 IS 3'0", AND #8 IS 3'3". ALL LAP SPLICES SHALL BE STAGGERED SO THAT NO MORE THAN 50% OF REBAR IS SPLICED AT THE SAME LOCATION. LAP SPLICES SHALL BE LOCATED WITHIN THE MIDDLE HALF OF THE BRIDGE APPROACH SLAB. OPTIONAL SPLICES ARE ALLOWED FOR AP4 #6. BRIDGE
BRIDGE
NOTE: Designer to consult with Bridge Design Engineer for skews greater than 30 degrees .
PLAN
NOTE: Designer to remove call outs that are not applicable in note 3.
NOTE: AP9 bars are only applicable in L abutments or approach retrofits. Remove when not used.
NOTE: Designer to remove AP8, AS1, and AS2 bars when there is no traffic barrier. For 42" barriers designed for 124k impact load (TL5 Loading) designer shall compute additional reinforcement required.
ROADWAY
2" CLR.
1'1"
BENDING DIAGRAM
7"
1' 3"
VARIES
1'0"
7"
AP4 #6
AP2 #5
AP7
#5
SEE BRIDGE APPROACH SLAB DETAILS 3 OF 3 FOR ANCHOR AND COMPRESSION SEAL DETAILS AP5 #5
AP7 VARIES
1'6"
2" CLR.
AP2 6'0"
AP8
AP4
AP9
= EPOXY COATED REINFORCING STEEL NOTE: ALL DIMENSIONS ARE OUT TO OUT M:\STANDARDS\Approach Slabs\Approach Slab 1.MAN
SEE "PCCP ROADWAY DOWEL BAR DETAIL" ON BRIDGE APPROACH SLAB DETAILS 2 0F 3. SEE "HMA ROADWAY JOINT DETAIL" ON BRIDGE APPROACH SLAB DETAILS 2 OF 3. (IF HMA ROADWAY IS USED)
SECTION
CRUSHED SURFACING BASE COURSE COMPACTED DEPTH OF 0.2' OR MATCH DEPTH OF ROADWAY SECTION.
10.6A11
ALTERNATE MODIFICATION FOR BRIDGE DRAIN TYPES "1", "1B" & "1C"
EXISTING CURB LINE BRIDGE DRAIN 5 " EXISTING GRATE COVER BEFORE MODIFICATION GRIND OFF NIPPLE EXTRUSION EXISTING DRAIN CASTING BEFORE MODIFICATION
ROUGHEN SURFACE
R= 8"
L **
DEPRESS "
DEPRESS "
PLAN
4"
DETAIL A
PLAN
BRIDGE DRAIN 8" "
L**
4"
L*
"
MODIFIED CONCRETE OVERLAY " ORIGINAL DECK SURFACE " X " STEEL RING SCARIFIED DECK SURFACE
** ACTUAL PIPE LENGTH (L) SHALL BE DETERMINED BY THE CONTRACTOR IN THE FIELD AND SHALL BE INSTALLED AS SHOWN ON THIS SHEET. FACE OF EXISTING CURB CONCRETE AS APPROVED BY ENGINEER TOP OF ROADWAY SLAB
" FILL CAVITY WITH CONCRETE AS APPROVED BY ENGINEER MIN. 3 DAYS PRIOR TO OVERLAY
FACE OF EXIST. CURB TO BE REMOVED CONCRETE AS APPROVED BY ENGINEER TOP OF EXIST. RDWY. SLAB
SECTION A
MODIFIED CONCRETE OVERLAY ** ACTUAL PIPE LENGTH (L) SHALL BE DETERMINED BY THE CONTRACTOR IN THE FIELD AND SHALL BE INSTALLED AS SHOWN ON THIS SHEET.
DEPRESS "
MODIFIED CONCRETE OVERLAY ** ACTUAL PIPE LENGTH (L) SHALL BE DETERMINED BY THE CONTRACTOR IN THE FIELD AND SHALL BE INSTALLED AS SHOWN ON THIS SHEET.
DEPRESS "
SECTION C
L**
CONCRETE AS APPROVED BY ENGINEER MIN. 3 DAYS PRIOR TO OVERLAY " X " STEEL RING
DRAPE WATERPROOF MEMBRANE UP FACE OF GROUT ACP OVERLAY MEMBRANE WATERPROOFING (DECK SEAL) ORIGINAL DECK SURFACE NEW 4" ST'D. GALV. STEEL PIPE
DRAPE WATERPROOF MEMBRANE UP FACE OF GROUT. ACP OVERLAY MEMBRANE WATERPROOFING (DECK SEAL) ORIGINAL DECK SURFACE
PLUG AS NECESSARY
L**
SECTION
FOR ACP W/MEMBRANE OVERLAY
000
SECTION C
" FILL CAVITY WITH CONCRETE AS APPROVED BY ENGINEER MIN. 3 DAYS PRIOR TO OVERLAY
** ACTUAL PIPE LENGTH (L) SHALL BE DETERMINED BY THE CONTRACTOR IN THE FIELD AND SHALL BE INSTALLED AS SHOWN ON THIS SHEET. M:\STANDARDS\Drainage\DRAIN-LIB.MAN
FOR ACP W/ MEMBRANE OVERLAY ** ACTUAL PIPE LENGTH (L) SHALL BE DETERMINED BY THE CONTRACTOR IN THE FIELD AND SHALL BE INSTALLED AS SHOWN ON THIS SHEET.
10.11-A1-1
CURB LINE
CURB LINE
RISER BAR " X 1" X 10" TOP OF NEW OVERLAY EXISTING GRATE COVER AFTER MODIFICATION
G
8"
EXISTING DRAIN
B
TYP. @ 4 CORNERS
SECTION H
8"
9"
SECTION G
CURB LINE EXIST. DRAIN & GRATE RISER BAR " X 1" X 1'-4" TYP. 1" MODIFIED CONCRETE OVERLAY SCARIFICATION SPACER BAR " X 1" X 2" 2-4 TYP. ON 4 SIDES EXCEPT OMIT FILLET WELD ON CURB SIDE
CURB LINE
SECTION
EXISTING DRAIN
MODIFIED CONDITION
SECTION
10.11-A1-2
Thu Sep 02 14:12:07 2010
Contents
Detailing Practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-1 11.1.1 Standard Office Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-1 11.1.2 Bridge Office Standard Drawings and Office Examples . . . . . . . . . . . . . . . . . . . 11.1-8 11.1.3 Plan Sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-8 11.1.4 Electronic Plan Sharing Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-10 11.1.5 Structural Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-11 11.1.6 Aluminum Section Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-12 11.1.7 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Footing Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-A1-1 11.1-A2-1 11.1-A3-1 11.1-A4-1
Page 11-i
Contents
Chapter 11
Page 11-ii
Chapter 11
11.1 Detailing Practice
Detailing Practice
The following is to provide basic information on drafting and the fundamentals of Bridge and Structures Office drafting practices.
Page 11.1-1
Do not crowd the drawing with details. The following is a standard sheet configuration when plan, elevation, and sectional views are required.
PLAN DETAILS
Chapter 11
Detailing Practice
Chapter 11
D.
Lettering 1. General Lettering shall be upperELEVATION case only, slanted at SECTION approximately 68 degrees. General text is to be approximately high.
Text shall be oriented so as to be read from the bottom or right edge of the TITLE BLOCK sheet. Bridge Manual M 23-50 Page 11-1 D. Design Lettering Detail titles shall be a similar font as general text, about twice as high and of a August 2006 1. General heavier weight. Underline all titles with a single line having the same weight as the lettering. Lettering shall be upper case only, slanted at approximately 68degrees. General text is to be approximately high. The mark number bubble for reinforcing steel shall be a rectangle. Text shall be oriented so as to be read from the bottom or rightedge of the sheet. Epoxy coated reinforcement shall be noted by an E inside a triangle: Detail titles shall be a similar font as general text, about twice ashigh and of a heavier 42 Underline #6all titles with a single linehaving the same weight as the lettering. weight. 2. Dimensioning Dimensioning 2. AA dimension shall be shown once on drawing. Duplication and unnecessary dimension shall be shown once on aa drawing. Duplication and unnecessary dimensions dimensions should be avoided. should be avoided. dimension figures shall be placed above the dimension line, so that they may be read from All All dimension figures shall be placed above the dimension line, so that they may the bottom or the right edge ofthe sheet, as shown in the followingdetail: be read from the bottom detail: or the right edge of the sheet, as shown in the following shown in the following detail:
OID AV
1'-0"
1'-0
"
1'-0 "
1'0
1'-0 "
"
1'-0"
When Reinforcing bar clearance need not becomplex, specifiedutilize on thetwo plans unless different details or structural elements are drawings, one for from dimensions the General Notes. and the other for reinforcing bardetails. Dimensions When details or structural elements are complex, utilize two drawings, one fordimensioned 12inches or more shall be given in feet and inches unless the item and the other for details. isdimensions conventionally designated inreinforcing inches (forbar example, 16 pipe). that lessor than one inch over an in even foot, fraction shall preceded by Dimensions Dimensions 12 are inches more shall be given feet and the inches unless thebe item azero (for example, 3-0). dimensioned is conventionally designated in inches (for example, 16 pipe). Place dimensions view, to even the right or below. However, in the Dimensions that outside are less the than one preferably inch over an foot, the fraction shall be interest of clarity and(for simplicity it may be necessary to place them otherwise. Examples of preceded by a zero example, 3-0). dimensioning placement are shown on Appendix 11.1-A1. Place dimensions outside the view, preferably to the right or below. However, in the interest of clarity and simplicity it may be necessary to place them otherwise. Examples of dimensioning placement are shown on Appendix 11.1-A1.
Page 11.1-2
Chapter 11 11 Chapter
E.
Line Work
All line work must be of sufficient size, weight, and clarity so that it can be easily E. Line Work print that has been 11 x 17so orthat one-half size ofread the original All line read workfrom mustabe of sufficient size,reduced weight, to and clarity it canthe be easily from drawing. aprint that has been reduced to 11 17 or one-half the size of the original drawing. lineThe line style for a particular structural centerline, etc., be kept The style used forused a particular structural outline, outline, centerline, etc., shall be shall kept consistent consistent that line is shown within a set of bridge plans. wherever that line wherever is shown within aset of bridge plans. Line shall have appropriate gradations of widthof towidth give line contrast as shown work Line work shall have appropriate gradations to give line contrast asbelow. shownCare shall be below. taken that the thin be lines are that dense enough to show clearly whento reproduced. Care shall taken the thin lines are dense enough show clearly when reproduced. Thin Centerline
Dimension Leader Break line Extension line Existing structure reference line Existing structure hidden line Hidden Rebar Section Outline or visible line
Thin Thin Thin Thin Medium Thin Medium Medium Heavy Heavy
When drawing structural sections showing reinforcing steel, the outline of the sections shall be When structural sections showing reinforcing steel, the outline of the aheavier line drawing weight than therebar . sections shall be a heavier line weight than the rebar. The order of line precedence (which of a pair of crossing lines isbroken) is as follows: The order of line precedence (which of a pair of crossing lines is broken) is as 1. Dimension lines are never broken. follows: 2. Leader line from a callout. 1. Dimension lines are never broken. 3. Extension line. 2. Leader line from a callout. 3. Extension line.
Bridge Design Manual M 23-50 August 2006 WSDOT Bridge Design Manual M 23-50.06 July 2011
Chapter 11
F. F. Scale Scale Scalesare arenot notto tobe beshown shownin inthe theplans. plans. Scales Whenselecting selectinga ascale scale itshould shouldbe bekept keptin inmind mindthat thatthe thedrawing drawingwill willbe bereduced. reduced. Generally, When ,,it theminimum scale for a section detail with rebar is = 1. The minimum scale to be used on Generally, the minimum scale for a section detail with rebars is = 1. The steel details will = 1. minimum scale tobe be used on steel details will be = 1. The contract plan sheets are not to be used to take measurements inthe field. They will, however, The contract plan sheets are not to be used to take measurements in the field. be drawn using scales that can be found on any standard architectural or engineering scale. They will, however, be drawn using scales that can be found on any standard architectural Care should be taken that all structural or engineering scale. elements are accurately drawn toscale. Sections and views may be enlarged to show more detail, but thenumber ofdifferent scales used Care should be taken that all structural elements are accurately drawn to scale. should be kept to a minimum. Sections and views may be enlarged to show more detail, but the number of different G. Graphic Symbols scales used should be kept to a minimum. 1. Graphic symbols shall be in accordance with the following: G. Graphic Symbols a) Structural steel shapes: See also AISC Manual of Steel Construction. 1. Graphic symbols shall be in accordance with the following: b) Welding symbols: See Lincoln Welding Chart. a) Structural steel shapes: See also AISC Manual of Steel Construction. c) Symbols for hatching different materials are shown on Appendix 11.1-A2. b) Welding symbols: See Lincoln Welding Chart. c) Symbols for hatching different materials are shown on Appendix 11.1-A2.
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Bridge Design Manual 23-50 M 23-50.06 WSDOT Bridge Design M Manual August 2006 July 2011
Chapter 11
Detailing Practice
Detailing Practice
A section cuts through the structure, a view is from outside the structure, a detail shows a structural element in more detail usually a larger scale. H. Structural Sections, Views and Details Whenever possible, sections a and views shall be taken looking to the right, ahead on A section cuts through the structure, view is from outside the structure, a detail shows stationing , or down . astructural element in more detail usually a larger scale. Care shall be taken to ensure that thebe orientation of a tothe detail right, drawing is identical to Whenever possible, sections and views shall taken looking ahead on stationing , or downthat . of the plan, elevation, etc., from which it is taken. Where there is a skew in the bridge any sections should beorientation taken from of plan views. Care shall be taken to ensure that the a detail drawing is identical to that of the
plan, etc., is from which it isahead taken. Where there is a skew the bridge any orientation sections elevation, The default to be looking on stationing. The only in mention of view should be views. is taken if the from view plan is looking back on stationing. The is to and be looking ahead on stationing. The is only mention space of view is if the default On plan elevation drawings where there insufficient to orientation show cut sections view is looking back on stationing. and details, the section and detail drawing should be on the plan sheet immediately On plan following and elevation drawings where there is insufficient space sections and details, the plan and elevation drawing unless there areto a show seriescut of related plans. the section detail drawing should be on the plan sheet immediately the plan and If itand is impractical to show details on a section drawing, a detailfollowing sheet should elevation drawing unless there a series of related plans.words, If it is the impractical show details on immediately follow theare section drawing. In other order of to plan sheets asection drawing, a detail sheetplan should immediately follow the section drawing. In other words, should be from general to more minute detail. the order of plan sheets should be from general plan to more minute detail. A circle divided into upper and lower halves shall identify structural sections, views, A circle and divided into Examples upper and are lower halves shall identify structural sections, views, and details. details. shown in Appendix 11.1-A 3. Examples are shown inAppendix 11.1-A3. Breaks in lines are allowable provided that their intent is clear. Breaks in lines are allowable provided that their intent is clear. I. Miscellaneous I. Miscellaneous Callout arrows are to come off either the beginning or end of the sentence. This Callout arrows are to come off either the beginning or end of the sentence. This means the top means the top line of text for arrows coming off the left of the callout or the bottom line of text for arrows coming off the left of the callout or the bottom line of text for arrows line of text for arrows pointing right. pointingright. for Except for the Layout, wall elevations are to show the exposed face regardless of of Except the Layout, wall elevations are to show the exposed face regardless of direction direction of stationing. The Layout sheet stationing will read increasing left to right. stationing. The Layout sheet stationing will read increasing left to right. The elevation sheets will The sheets represent view in the field as the wall is being built. represent theelevation view in the fieldwill as the wall is the being built.
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When calling out a rebar spacing always give a distance. If the distance needed is an odd number give a maximum spacing. Do not use equal spaces as in 23 equal Plan spaces = 18-9, the steel workers should not have to calculate the spacing. Also do notnot use the word about as in spaces @ about 10 = If 18-9 this is open to too there is Do detail a bridge element in23 more than one location. the element is changed interpretation. Do not detail bridge element in more one location. the element much Instead these should read than 23 spaces @ 10 If max. = 18-9is . changed adanger that only onea of the details isupdated. there is a danger that only one of the details is updated. Centerline Centerlinecallouts calloutsshall shallbe benormal normalto tothe theline lineitself itselfapproximately approximatelyan aneighth eighthinch inchfrom fromthe end of the line: end Call out each rebar only twice; the spacing for the bar is shown in one view and the the of the line: bar is pointed to in a view taken from a different angle. The spacing for a bar must go on a dimension line with extension lines, do not point to a single bar and call out the spacing.
Bridge Design Manual M 23-50 J. Revisions August 2006 Page 11-5
Addendums are made after general distribution and project ad but before the contract is awarded. Changes made to the plan sheets during this time shall be shaded. Subsequent addendums are shaded and the shading from previous addendums is WSDOT Bridge Design Manual M 23-50.06 Page 11.1-5 July 2011 removed.
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heet using font BR25. K. Title Block The Office project Examples title is displayed in the contract plan sheet title block. The title consists of Line 1 Standard Drawings and specifying the highway route number(s), Line 2 and possibly Line 3 specifying the title verbiage. Bridge structures use a fourth line, in a smaller font, to specify the bridge name and number in accordance with the List M 23-09 and BDM Sections 2.3.1.A and2.3.2.A. Bridge Office provides standard drawings andWSDOT example Bridge sheets of various common The exact wording of Lines 1, 2, and 3 of the project title, including line arrangement, e elements. abbreviations, and punctuation, is controlled by the project definition as specified by legislative andards title and the Capital Program Management System (CPMS) database. Standard Drawings are toThe be considered as nothing more examples items with WSDOT naming practice. highway route number(s) inthan Line 1 shall beof consistent girders or traffic barriers which are routes often used and are very similar job to Interstate (5, 82, 90, 182, 205, 405,from and 705) shall be specified as I-(number). US routes (2, 12, 97, 97A, 101, 195, 197, 395, and 730) shall be specified as US (number). All other routes shall be specified SR (number). Projects including two highway routes shall include both route are to be copied to a structure project and as modified to fit the particular aspects numbers in Line 1, as in "US 2 And I-5". Projects including three or more highway routes shall be e structure. They are not intended to be included in a contract plan set without specified with the lowest numbered route, followed by "Et Al", as in "SR 14 Et Al". scrutiny for applicability to the job. The job number block just to the left of the middle of the title block shall display the PS&E Job to Standards Number assigned to the project by the Region Plans Office. The PS&E Job Number consists of standard drawings and revisions to existing drawings shall be approved by the six characters. The first two characters correspond to the last two digits of the calendar year. The ge Design Engineer and shall made according to the office practices as thirdbe character corresponds to same the letter designation assigned to the specific Region (NWR - A, act plan sheets. NCR - B, OR - C, WSF and selected UCO projects - W, SWR-X,SCR - Y, and ER - Z). The final three characters correspond to the three digit number assigned to the specific project by the Region PlansOffice. L. Reinforcement Detailing Contract documents shall convey all necessary information for fabrication of reinforcing steel. Inaccordance with Standard Specification 6-02.3(24), reinforcing steel details shown in the bar list shall be verifiable in the plans and other contract documents. Reinforcement type and grade is specified in Standard Specification 9-07.2 and need not be provided elsewhere in the contract documents unless it differs. Size, spacing, orientation and location of reinforcement shall be shown on the plan sheets. Reinforcement shall be identified by mark numbers inside a rectangle. Reinforcing bar marks Bridge Design Manual M 23-50 shall be called out at least twice. The reinforcement including the spacing is called out in one August 2006 view (such as a plan or elevation). The reinforcement without the spacing is called out again in atleast one other view taken from a different angle (such as a section). Epoxy coating for reinforcement shall be shown in the plans by noting an E inside a triangle.
J. Revisions Addendums are made after general distribution and project ad but before the contract is awarded. endums are made after general distribution and project ad during but before contract Changes made to the plan sheets this the time shall be shaded or clouded in accordance with arded. Changes made tothe theWSDOT plan sheets during this time Manual shall be M shaded . Appendix 5 (note that all table entry revisions Plans Preparation 22-31 equent addendums are shaded and the shading from previous addendums is and the shading from previous addendums shall be shaded). Subsequent addendums are shaded ved. isremoved. Change orders are made after the contract has been awarded. Changes will be marked with nge orders are made after the contract has been awarded. anumber inside a circle inside ges will be marked with a number inside a circle inside a a triangle triangle. . 1 Shading for any addendums is removed. ing for any addendums isAll removed. addendums and change orders will be noted in the revision block at the bottom of the sheet using font 25. ddendums and change orders will be noted in the revision block at the bottom of
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The spacing for reinforcement shall be on a dimension line with extension lines. Do not point to a single bar and call out the spacing. Reinforcement spacing callouts shall include a distance. If the distance is an unusual number, give a maximum spacing. Do not use equal spaces as in, 23equal spaces = 18-9 (the steel workers should not have to calculate the spacing). Also,never use the word about as in, 23 spaces @ about 10 = 18-9 (this is open to too much interpretation). Instead these should read, 23 spaces @ 10 max. = 18-9. Reinforcement geometry shall be clear in plan details. Congested areas, oddly bent bars, etc. can be clarified with additional views/details/sections or adjacent bending diagrams. In bending diagrams, reinforcement dimensions are given out-to-out. It may be necessary to show edges of reinforcement with two parallel edge lines to clearly show working points and dimensions. Reinforcement lengths, angles, etc. need not be called out when they can be determined from structural member sizes, cover requirements, etc. Anchorage, embedment and extension lengths of reinforcement shall be dimensioned in the plans. Standard hooks per AASHTO LRFD 5.10.2.1 need not be dimensioned or called out, but shall be drawn with the proper angle (90, 135 or 180). Seismic hooks per AASHTO LRFD 5.10.2.2 (used for transverse reinforcement in regions of expected plastic hinges) shall be called out on theplans whenever they are used. Splices in reinforcement are required when reinforcement lengths exceed the fabrication lengths in BDM 5.1.2.F. They may also be necessary in other locations such as construction joints, etc. The location, length and stagger of lap splices shall be shown on the plan sheets. Tables of applicable lap splice lengths are acceptable with associated stagger requirements. Type, location and stagger of mechanical and welded splices of reinforcement shall be shown. Where concrete cover requirements differ from those given in the standard notes or Standard Specification 6-02.3(24)C, they shall be shown in the plans. It shall be clear whether the cover requirement refers to ties and stirrups or the main longitudinal bars. Bar list sheets shall be prepared for plan sets including bridges. They shall be included at the end of each bridge plan set. They are not stamped. They are provided in the plans as a convenience for the Contractor and are to be used at their own risk. Despite this warning, Contractors sometimes use the bar list directly to fabricate reinforcement without confirming details from the plans. Designers should therefore strive for accuracy in the bar list. An accurate bar list also serves as a checking mechanism and a way to calculate reinforcement quantities. The reinforcing for some structural members such as approach slabs, shafts, piles, barrier, retaining walls, bridge grate inlets, sign structure foundations, precast SIP deck panels and precast girders are not shown in the bar list at the end of the bridge plan set but may include their own bar list on their plan sheets. These components typically have shop plans, include steel reinforcement within their unit costs and/or are constructed by separate sub-contractors. Other reinforcement detailing references include ACI 315-99 Details and Detailing of Concrete Reinforcement, ACI 318-08 Building Code Requirements for Structural Concrete, and CRSI Manual of Standard Practice May 2003.
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Items not normally found on the preliminary plan, which should beadded: Test hole locations (designated by 3/16 inch circles, quartered) to plan view. Elevation view of footings, seals, piles, etc. Show elevation at Bottom of footing and, if applicable, the type and size of piling. General notes above legend on right hand side, usually inplace of the typical section. Title LAYOUT in the title block and sheet number inthespace provided. Other features, such as lighting, conduit, signs, excavation, riprap, etc. as determined by thedesigner. The preliminary plan checklist in Appendix A, Chapter2 can beused for reference. B. General Notes/Construction Sequence C. Footing/Foundation Layout An abutment with a spread footing has a Footing Layout. Anabutment with piles and pile cap has a Foundation Layout. The Footing Layout is a plan of the bridge whose details are limited to those needed to locate the footings. The intent of the footing layout is to minimize the possibility of error at this initial stage of construction. The Foundation Layout is a plan of the bridge whose details are limited to those needed to locate the shafts or piles. The intent of the Foundation layout is to minimize the possibility of error atthis initial stage of construction. Other related information and/or details such as pedestal sizes, and column sizes are considered part of the pier drawing and should not be included in the footing layout. The Footing Layout should be shown on the layout sheet if space allows. It need not be in the same scale. When the general notes and footing layout cannot be included on the first (layout) sheet, the footing layout should be included on the second sheet. Longitudinally, footings should be located using the survey line to reference such items as the footing, centerline pier, centerline column, or centerline bearing, etc. When seals are required, their locations and sizes should be clearly indicated on the footinglayout. The Wall Foundation Plan for retaining walls is similar to the Footing Plan for bridges except that it also shows dimensions to the front face of wall. Appendix 11.1-A4 is an example of a footing layout showing: The basic information needed. The method of detailing from the survey line. D. Piles/Shafts E. Abutment Bridge elements that have not yet been built will not be shown. For example, the superstructure isnot to be shown, dashed or not, on any substructure details. Elevation information for seals and piles or shafts may be shown on the abutment or pier sheets. Views are to be oriented so that they represent what the contractor or inspector would most likely see on the ground. Pier 1 elevation is often shown looking back on stationing. A note should be added under the Elevation Pier 1 title saying Shown looking back onstationing. F. Intermediate Piers/Bents Each pier shall be detailed separately as a general rule. If the intermediate piers are identical except for height, then they can beshown together. G. Bearing Details
WSDOT Bridge Design Manual M 23-50.08 December 2011 Page 11.1-9
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H. Framing Plan Girder Lines must be identified in the plan view (Gir. A, Gir. B, etc.). I. Typical Section Girder spacing, which is tied to the bridge construction baseline Roadway slab thickness, as well as web and bottom slab thicknesses for box girders A dimension Limits of pigmented sealer Profile grade and pivot point and cross slopes Utility locations Curb to curb roadway width Soffit and drip groove geometry J. Girders/Diaphragms Prestressed girder sheets can be copied from the Bridge Office library but they must be modified to match the project requirements. K. Bridge Deck Reinforcement Plan and transverse section views L. Expansion Joints M. Traffic Barrier Traffic barrier sheets can be copied from the Bridge Office library but they must be modified tomatch the project requirements. N. Bridge Approach Slab Approach slab sheets can be copied from the Bridge Office library and modified as necessary for the project. O. Barlist The barlist sheets do not require stamping because they are not officially part of the contract planset.
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WT - WEIGHT in LB/FT based on density of 0.098 TH - THICKNESS, LL - LEG LENGTH, DIA DIAMETER ODIA - OUTSIDE DIAMETER, ODIM - OUTSIDE DIMENSION SDIM - SIDE DIMENSION
11.1.7 Abbreviations
A. General Abbreviations, as a rule, are to be avoided. Because different words sometimes have identical abbreviations, the word should be spelled out where the meaning may beindoubt. A few standard signs are in common use in the Bridge and Structures Office. These are listed with the abbreviations. A period should be placed after all abbreviations, except aslistedbelow. Apostrophes are usually not used. Exceptions: pavt., reqd. Abbreviations for plurals are usually the same as the singular. Exceptions: figs., no., ctrs., pp. No abbreviations in titles.
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B. List of abbreviations commonly used on bridge plan sheets: A abutment adjust, adjacent aggregate alternate ahead aluminum American Society for Testing and Materials American Association of State Highway and Transportation Officials and angle point approved approximate area asbestos cement pipe asphalt concrete asphalt treated base at avenue average B back back of pavement seat bearing begin horizontal curve (Point of Curvature) begin vertical curve bench mark between bituminous surface treatment bottom boulevard bridge bridge drain building buried cable cast-in-place cast iron pipe center, centers centerline center of gravity center to center Celsius (formerly Centigrade) cement treated base centimeters class clearance, clear compression, compressive column ABUT. ADJ. AGG. ALT. AHD. AL. ASTM AASHTO & A.P. APPRD. APPROX. A ASB. CP AC ATB @ (used only to indicate spacing or pricing, otherwise spell it out) AVE. AVG. BK. B.P.S. BRG. P.C. BVC BM BTWN. BST BOT. BLVD. BR. BR. DR. BLDG. BC CIP (C.I.P.) CTR., CTRS. CG CTR. TO CTR., C/C C CTB CM. CL. CLR. COMP. COL.
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concrete conduit concrete pavement construction continuous corrugated corrugated metal corrugated steel pipe countersink county creek cross beam crossing cross section cubic feet cubic inch cubic yard culvert D degrees, angular degrees, thermal diagonals(s) diameter diaphragm dimension double drive each each face easement East edge of pavement edge of shoulder endwall electric elevation embankment end horizontal curve (Point of Tangency) end vertical curve Engineer equal(s) or = (mathematical result) estimate(d) excavation excluding expansion existing exterior
CONC. COND. PCCP (Portland Cement Concrete Pavement) CONST. or CONSTR. CONT. or CONTIN. CORR. CM CSP CSK. CO. CR. X-BM. XING X-SECT. CF or CU. FT. or FT. CU. IN. or IN. CY or CU. YD. or YD CULV. or DEG. C or F DIAG. DIAM. or DIAPH. DIM. DBL. DR. EA. E.F. EASE., ESMT. E. EP ES EW ELECT EL. or ELEV. EMB. P.T. EVC ENGR. EQ. (as in eq. spaces) EST. EXC. EXCL. EXP., EXPAN. EXIST. EXT.
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Fahrenheit far face far side feet (foot) feet per foot field splice figure, figures flat head foot kips foot pounds footing forward freeway gallon(s) galvanized galvanized steel pipe gauge General Special Provisions girder ground guard railing hanger height height (retaining wall) hexagonal high strength high water high water mark highway horizontal hot mix asphalt hour(s) hundred(s) included, including inch(es) inside diameter inside face interior intermediate interstate invert joint junction kilometer(s) kilopounds
F F.F. F.S. FT. or FT./FT. or / or /FT. F.S. FIG., FIGS. F.H. FT-KIPS FT-LB FTG. FWD. FWY. GAL. GALV. GSP GA. GSP GIR. GR. GR HGR. HT. H HEX. H.S. H.W. H.W.M. HWY. HORIZ. HMA HR. HUND. INCL. IN. or I.D. I.F. INT. INTERM. I INV. JT. JCT. KM. KIPS, K.
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layout left length of curve linear feet longitudinal lump sum maintenance malleable manhole manufacturer maximum mean high water mean higher high water mean low water mean lower low water meters mile(s) miles per hour millimeters minimum minute(s) miscellaneous modified monument National Geodetic Vertical Datum 1929 near face near side North North American Vertical Datum 1988 Northbound not to scale number; numbers or original ground ounce(s) outside diameter outside face out to out overcrossing overhead page; pages pavement pedestrian per cent pivot point Plans, Specifications and Estimates plate
LO LT. L.C. L.F. LONGIT. L.S. MAINT. MALL. MH MFR. MAX. MHW MHHW MLW MLLW M. MI. MPH MM. MIN. MIN. or MISC. MOD. MON. NGVD 29 N.F. N.S. N. NAVD 88 NB NTS #, NO., NOS. / O.G. OZ. O.D. O.F. O to O O-XING OH P.; PP. PAVT PED. % PP PS&E or PL
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point point of compound curve point of curvature point of intersection point of reverse curve point of tangency point on vertical curve point on horizontal curve point on tangent polyvinyl chloride portland cement concrete pound, pounds pounds per square foot pounds per square inch power pole precast pressure prestressed prestressed concrete pipe Puget Sound Power and Light Q quantity quart radius railroad railway Range regulator reinforced, reinforcing reinforced concrete reinforced concrete box reinforced concrete pipe required retaining wall revised (date) right right of way road roadway route seconds Section (map location) Section (of drawing) sheet shoulder sidewalk South southbound space(s) splice
PT. PCC P.C. P.I. PRC P.T. PVC POC POT PVC PCC LB., LBS., # PSF, LBS./FT., LBS./ ,or #/ PSI, LBS./IN., LBS./ ,or #/ PP P.C. PRES. P.S. P.C.P. P.S.P.&L. QUANT. QT. R. RR RWY. R. REG. REINF. RC RCB RCP REQD RET. WALL REV. RT. R/W RD. RDWY. RTE. SEC. or SEC. SECT. SHT. SHLD. or SH. SW. or SDWK S. SB SPA. SPL.
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specification square foot (feet) square inch square yard station standard state route stiffener stirrup structure, structural support surface, surfacing symmetrical T tangent telephone temporary test hole thick(ness) thousand thousand (feet) board measure ton(s) total township transition transportation transverse treatment typical ultimate undercrossing variable, varies vertical vertical curve vitrified clay pipe volume water surface weight(s) welded steel pipe welded wire fabric West Willamette Meridian wingwall with without yard, yards year(s)
SPEC. SQ. FT. or FT. SQ. IN. or IN. SY, SQ. YD. or YD. STA. STD. SR STIFF. STIRR. STR. SUPP. SURF. SYMM. TAN. or T. TEL. TEMP. T.H. TH. M MBM T. TOT. T. TRANS. TRANSP. TRANSV. TR. TYP. ULT. U-XING VAR. VERT. V.C. VCP VOL. or V W.S. WT. WSP W.W.F. W. W.M. W.W. W/ W/O YD., YDS. YR.
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Appendix 11.1-A1
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Appendix 11.1-A3
WSDOT Bridge Design Manual M 23-50.06 Bridge Design Manual M 23-50 July 2011 August 2006
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Page 11.1-A3-2
12.2
12.3
12.4
Appendix 12.1-A1 Appendix 12.2-A1 Appendix 12.3-A1 Appendix 12.3-A2 Appendix 12.3-A3 Appendix 12.3-A4 Appendix 12.4-A1 Appendix 12.4-A2 Appendix 12.3-B1 Appendix 12.4-B1
12.1-A1-1 12.2-A1-1 12.3-A1-1 12.3-A2-1 12.3-A3-1 12.3-A4-1 12.4-A1-1 12.4-A2-1 12.3-B1-1 12.4-B1-1
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12.2.4 Accuracy
A. Preliminary Quantities Quantities used for cost estimates prepared during the conceptual stage ofthe design are expected tohave an accuracy of +10percent. The first iteration of quantities, after the preliminary plan hasbeen completed, is expected to have an accuracy of +5percent. B. Final Quantities Final quantities in the Bridge PS&E submittal, including bar list quantities, to be BRIDGE DESIGN MANUAL listed in the SpecialProvisions and Bid Proposal sheet of the AD Copy, are to be calculated to have Criteria an accuracy of+1percent.
12.2.5 Excavation
Quantities
Computation of Quantities
A. Structure Excavation, Class A necessary the construction of bridge Final quantities to Excavation be listed in the Special Provisions for and Bid Proposal sheet are to be calculated to piers and have an accuracy of is 1 classified percent, including list. reinforced concrete retaining walls as bar Structure Excavation, Class A (see the definition Excavation asspecified in11.2.5 Standard Specification Section 2-09.3(2)). Payment for such excavation is generally by A. Structure Excavation, Class A volume measurement. The quantity of excavation to be paid for is measured as specified in Standard Excavation necessary for the construction of bridge piers and reinforced concrete retaining walls is Specification Section 2-09.4, and computation of this quantity shall conform to these specifications. If classified as Structure Excavation, Class A. Payment for such excavation is generally at the unit the construction circumstances for the project require structure excavation limits that contract price per cubic yard. The quantity of excavation to be paid for is measured as outlined in do not conform Section n 209.4 of the Standard Specifications. Computation of the quantity shall follow the same shall be shown to the Standard Specificatio definition, then the modified structure excavation limits provisions. Designers shall familiarize themselves with this section of the Standard Specifications. in details in the Plans. Any limits for structure excavation not conforming to the limits specified in the Standard
Specifications shall be shown in the Plans. Structure excavation for footings and seals shall be computed using a horizontal limit of 1foot Structure excavation for footings and seals shall be computed using a horizontal limit of 1 foot 0inches outside and parallel to the neat lines of the footing or seal or as shown in the Plans. The 0 inches outside and parallel to the neat lines of the footing or seal or as shown in the Plans. The upper limit shall be the ground surface or bed stream bed asexists it exists at the timetime the excavation is started. upper limit shall be the ground surface or stream as it at the the excavation is started. See Figure 11.2.6-1(A), (B), and (C). See Figure 12.2.5-1(A), (B), and (C).
B. Final Quantities
Structure excavation for the construction of wing walls shall be computed using limits shown in Figure 12.2.5-2.
11.2-2 August 2002
Page 12.2-2
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Figure 11.2.6-2
Figure 12.2.5-2
When bridge approach fills are to be constructed in the same contract as the bridge, and the foundation conditions do not require full height fills to be placed prior to the construction of the pier, the approach fill is constructed in two stages, i.e., constructed up to the bottom of footing or 1 foot above the bottom of footing, and then completed after the bridge construction. (The Materials Laboratory Geotechnical Services Branch shall be consulted on the staging method.) The structure August 2002 11.2-3 excavation shall be computed from the top of the first stage fill. The bottom of a spread footing will be placed 1 foot 0 inches below the top of the first stage fill. See Figure 12.2.5-4(A). The bottom of footings supported on piling will be placed at the top of the first stage fill; therefore no structure excavation is required (see Figure 12.2.5-4(B)). The limits for stage fills shall be shown in the Plans with the structure excavation, if any.
Page 12.2-3
Quantities, Costs, and Specifications The limits for stage fills shall be shown in the Plans with the structure excavation, if any.
The limits for stage shallexcavation be shownis inrequired the Plans with the11.2.6-4(B)). structure excavation, if any. fill; therefore, nofills structure (see Figure
Figure 11.2.6-4(A). The bottom of footings supported on piling will be placed at the top of the first stage
Chapter 12
Prior to pier construction, when (1) a height full height fill with orwithout without surcharge is required for settlement, Prior to pier construction, when (1) a full fillfill with or is required required for Prior to pier construction, when (1) a full height with or withoutsurcharge surcharge is for settlement, or (2) the original ground line is above the finish grade line, structure excavation shall be computed to settlement, or (2) the original ground line is above the finish grade line, the upper limit of structure or (2) the original ground line is above the finish grade line, structure excavation shall be computed to 1 foot 0 inches below the finish grade (pavement) line (see Figure 11.2.6-5). excavation shall be computed to 1 foot 0 inches below the finish grade (pavement) line (see 1 foot 0 inches below the finish grade (pavement) line (see Figure 11.2.6-5). Figure12.2.5-5).
Criteria Quantities
B. Special Excavation
Figure 12.2.5-5 Figure 11.2.6-5 The excavation necessary for placement of riprap around bridge piers is called Special Excavation (see Figure 11.2.6-6). B. Special Excavation The excavation necessary for placement of riprap around bridge piers is called
line alongshall the slopes indicated from in thethe Plans. excavation only include outside Special excavation be computed topSpecial of the seal to the will existing stream excavation bed or ground August 2002 ofindicated structure excavation. line11.2-4 along the the limits slopes in the Plans. Special excavation will only include excavation outside the limits of structure excavation. The limits for special excavation shall be shown in the Plans. August 2002
Special excavation shall be computed from the top of the seal to the existing stream bed or ground
11.2-4 The limits for special excavation shall be shown in the Plans.
Figure 12.2.5-6
Figure 11.2.6-6
C. Shaft Excavation
Page 12.2-4 WSDOT Bridge Design Manual M 23-50.06 Excavation necessary for the construction of shaft foundations is generally measured by the cubic July 2011 yard and paid for at the unit contract price per cubic yard for Soil Excavation for Shaft Including
Chapter 12
C. Shaft Excavation Excavation necessary for the construction of shaft foundations is measured by volume and paid for at the unit contract price per cubic yard or cubic meter for Soil Excavation For Shaft IncludingHaul. The usual limits for computing shaft excavation shall be the neat lines of the shaft diameter as shown in the Plans, the bottom elevation of the shaft as shown in the Plans, and the top of the ground surface, defined as the highest existing ground point as shown in the Plans within the shaftdiameter. The methods of measurement and payment and the limits for shaft excavation shall be specified in theSpecial Provisions.
Page 12.2-5
excavation times the height from the bottom of the seal to 2 feet above the seal vent elevation. For shaft-type foundations, it is not necessary to compute the area for shoring because the cost for shoring Quantities, Costs, and Specifications Chapter 12 is normally included in the contract price for shaft excavation.
Sample Calculation: For this pier (Figure 12.2.6-1): Side A: average height = (4 + 6)/2 = 5 feet width = 15 feet area = 5 X 15 = 75 square feet Side B: average height = (6 + 15)/2 = 10.5 feet width = 20 feet area = 10.5 X 20 = 210 square feet For this example
Height Category less than 6 feet 6 feet to 10 feet 10 feet to 20 feet greater than 20 feet Area 75 square feet 140 square feet 210 + 188 = 398 square feet N.A.
11.2-6
Side C: average height = (10 + 15)/2 = 12.5 feet width = 15 feet area = 12.5 X 15 = 187.5 square feet Side D: average height = (4 + 10)/2 = 7 feet width = 20 feet area = 7 X 20 = 140 square feet
August 2002
Quant. (Enter Total for Bridge Here) 10 ft.* to 20 ft. S.F. S.F. S.F. S.F. 398 (11.5*) S.F. S.F. S.F. S.F. S.F.
Pier Example
6 ft. 75
20 ft.
140
S.F.
Page 12.2-6
Chapter 12
12.2.7 Piling
The piling quantities are to be measured and paid for in accordance with Standard Specification Sections 6-05.4 and 6-05.5. Computation of piling quantities shall follow the same provisions. Timber test piles are driven outside the structure limits and are extra or additional piling beyond the required number of production piling. See Standard Specification Section 6-05.3(10). Concrete or steel test piles are driven within the structure limits and take the place of production piling. Inthis case, the quantities for number and length of production piling is reduced by the number and length of test piling. The quantity for Furnishing _____ Piling _____ is the linear measurement of production piling below cut-off to the estimated pile tip (not minimum tip) specified in the Geotechnical report. (Does not include test piles.) The quantity for Driving _____ Pile _____ is the number of production piling driven. (Does not include test piles.) Pile tips are required if so specified in the Geotechnical report. The tips on the test piles are incidental to the test pile; therefore, the number of pile tips reported on the Bridge Quantities Form 230-031 should not include the number of pile tips required on the test piles.
Page 12.2-7
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Page 12.2-8
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B. Location of Project Site Projects in remote areas or with difficult access will generally be within orabove the high end of thecost range. C. Size of Project Contract Small projects tend to be within the high end of the cost range while large projects tend to be within the low end of the cost range. D. Foundation Requirements Foundation requirements greatly affect costs. Water crossings requiring pier construction within the waterway are generally very expensive. Scour requirements can push the costs even higher. Theearlier foundation information can be made available the more accurate the cost estimate will be.The Bridge Projects Unit should be made aware of unusual foundation requirements or changes tofoundation type as soon as possible for updating of the estimate. E. Sequencing of Project Projects with stage construction, detours, temporary construction, etc., will be more expensive.
Page 12.3-1
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4. Contract Estimates
B. Responsibilities 1. Bridge Projects Unit The Bridge Projects Unit is responsible for preparing the prospectus, project summary, preliminary, and final contract estimates and updating the preliminary estimate as needed during the design phase of theproject. The Bridge Projects Unit assists the WSDOT Region offices and other outside Local Agency offices, such as counties and cities, to prepare prospectus and project summary estimates when requested inwriting. The designer is responsible for providing preliminary quantities and final quantities to the Bridge Projects Unit to aid in the updating of preliminary estimates and the preparation of contractestimates.
2. Designer
Page 12.3-2
Chapter 12
C. Documentation Whenever a cost estimate is prepared by the Bridge and Structures Office for an outside office, a Cost Estimate Summary sheet (WSDOT Form 230-040 and Appendix 12.3-B1) shall be filled out by the Engineer preparing the estimate. The Cost Estimate Summary shall be maintained in the Job File. During the design stage, the summary sheet shall be maintained by the Bridge Design Unit. At a minimum, the Cost Estimate Summary should list the initial and all subsequent cost estimates for each Preliminary Plan distribution made. It is the design unit supervisors responsibility to ensure the summary sheet is up to date when the job file is submitted to the Bridge Projects Unit for preparation of the BridgePS&E. D. Cost Data 1. General The Bridge costs summarized in Appendix A represent common highway, railroad, and water crossings. Consult the Bridge Projects Unit for structures spanning across large rivers or canyons and other structures requiring high clearances or special design and constructionfeatures. The square foot costs are useful in the conceptual and preliminary design stages when details or quantities are not available. The various factors affecting costs as outlined in Section 12.3.2 must be considered in selecting the square foot cost for a particular project. As a general rule, projects including none or few of the high-cost factors will be close to the mid-range of the cost figures. Projects including many of the high-cost factors will be on the high side. The user must exercise good judgment to determine reasonable costs. During the preliminary stage, it is better to be on the prudently conservative side for budgetingpurposes. The area to be used for cost estimates based upon deck or wall face area shall be computed asfollows: Bridge Widenings and NewBridges The deck area of bridges is based on the actual width of the new portion of the roadway slab constructed (measured to the outside edge of the roadway slab) times the length, measured from end of wingwall to end of wingwall, end of curtain wall to end of curtain wall, or back to back ofpavement seat if there are no wingwalls or curtain walls. Wingwalls are defined as walls without footings which are cast monolithically with the bridge abutment wall and may extend past the abutment footing. Curtain walls are defined as walls that are cast monolithically with the bridge abutment wall and footing and only extend to the edge offooting. Bridge Rail Replacement The bridge rail and curb removal is based on the total length of the rail and curbremoved. Bridge Lengths With Unequal Wingwalls If a bridge has wingwalls or curtain walls of unequal length on opposite sides at a bridge end of wingwalls or curtain walls on one side of a pier only, the length used in computing the square foot area is the average length of the walls. If the wingwalls are not parallel to the centerline of the bridge, the measurement is taken from a projected line from the end of the wingwall normal to the centerline of theroadway. Retaining Walls If retaining walls (walls that are not monolithic with the abutment) extend from the end of the bridge, the cost of these walls is computed separately. The area of the wall is based on the overall length of the wall, and the height from the top of footing to the top of thewall.
Page 12.3-3
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Page 12.3-4
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12.4.2 Definitions
A. Standard Specifications The Standard Specifications for Road, Bridge and Municipal Construction is published biannually by the WSDOT Engineering Publications Office, is maintained by the WSDOT Construction Office, and is used as the governing construction specification for all WSDOT constructionprojects. B. Amendments Amendments are revisions to specific sections of the Standard Specifications, which are approved and enacted during the two year period that a specific edition of the Standard Specifications is in force. Amendments are published normally three times during a calendar year April, August, andDecember. C. Special Provisions Special Provisions are supplemental specifications and modifications to the Standard Specifications, including Amendments, which apply to a specific project. D. Addendum A written or graphic document, issued to all bidders and identified as an addendum prior to bid opening, which modifies or supplements the bid documents and becomes a part of thecontract. E. AD Copy The AD copy is the contract document advertised to prospective bidders. The AD Copy may include, but not be limited to, the following as component parts: Bid Proposal Form, Special Provisions, Amendments, Plans, and Appendicies including test hole boring logs, and environmental permit conditions. F. As defined in Standard Specification Section 1-02.4, the order of precedence of AD Copy components is as follows: Addenda, Bid Proposal Form, Special Provisions, Plans, Amendments, Standard Specifications, and Standard Plans.
Chapter 12
For hydraulic, mechanical, and electrical rehabilitation projects for movable bridges, the Bridge Preservation Office takes a lead role in managing the design process for the project. These projects will typically include additional review periods similar to those described above for Constructability Reviews.
B. Bridge Plans Distribution Once the Bridge Projects Unit receives the Bridge Plans (PS&E Presubmittal) from the Bridge Design Unit or Bridge Consultant assigned to the project, the Bridge Scheduling Engineer will assign the project to a specific Bridge Specifications and Estimates Engineer, and will create a Bridge PS&E file for the project. The Bridge Specifications and Estimates Engineer will distribute the Bridge Plans, along with a Not Included in Bridge Quantities List, under a cover letter addressed to the Region Design Project Engineer (Olympic and Northwest Regions) or Region Project Development Engineer (all other Regions). The distribution list also includes the FHWA Washington Division Bridge Engineer, WSDOT Bridge Construction Engineer, and the Region Project Development and Region Plans Engineer (except for Olympic Region). For new bridges and bridge widenings, internal Bridge and Structures Office distribution includes the Bridge Design Engineer, Bridge Projects Engineer, and the Bridge Design Unit Supervisor. The Bridge Plans may be distributed to other offices such as the Materials Laboratory Geotechnical Services Branch and the Bridge Preservation Office depending on the scope of the project and the value of the added review. The Bridge Plan distribution will specify a due date for the return of review comments to the Bridge Specifications and Estimates Engineer. This date is typically one week prior to the scheduled Bridge PS&E turn-in date, but can be modified to suit project specific schedule considerations.
C. Bridge PS&E Development Following the distribution of the Bridge Plans, the Bridge Specifications and Estimates Engineer will review the Bridge Plans, develop the Bridge Special Provisions and Bridge Cost Estimate, and prepare the bridge working day schedule. See Sections 12.4.4, 12.4.5, 12.4.6, and 12.4.7. D. Bridge PS&E Distribution At the completion of the Bridge PS&E package, or at the scheduled Bridge PS&E turn-in date, whichever comes first, the Bridge Specifications and Estimates Engineer will distribute the Bridge PS&E. The Bridge PS&E package should include the items specified in Section 12.4.9.A, and should be distributed to those identified in Section 12.4.9.B.
Page 12.4-2
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Construction Requirements: temporary access, stage construction, construction over railroad, special welding and welding inspection requirements, and other special constructionrequirements Special Items: modified concrete overlay or special architectural, paint, and sealertreatments Proprietary Materials: identification of, and justification for use of, products and materials which are specified in the Bridge Plans by specific manufacturer and model, instead of generic manufacture C. Summary of Quantities (Form 230-031 and Appendix 12.2-A1) Verify that the Summary of Quantities is labeled as Supervisors Bridge Quantities. See Section12.2.2. Quantities listed in this form are used to develop the Bridge Cost Estimate for theproject. D. Plans Review the plans for consistency with the special needs identified by the bridge designer in the PS&E check list form (subsection B above), use of standard notes and General Notes, completeness of title block information, and use of terminology consistent with the Standard Specifications, Standard Plans, and Standard Bid Items. E. Not Included in Bridge Quantities List (Form 230-038 and Appendix 12.1-A1) Review the form completed by the bridge designer and compare with the Bridge Plans for items shownin the Bridge Plans that may be missing from the list. See BDM Section12.1.2. F. Geotechnical Report Review the Geotechnical Report for the project to confirm that the foundation types, sizes, and elevations shown in the Bridge Plans are consistent with the recommendations specified in the Geotechnical Report. Obtain a copy of the final Geotechnical Report for the S&E file. Review the Geotechnical Report for construction consideration requirements which may need to be noted in the Special Provisions, such as shaft casing requirements, bridge embankment settlement periods, special excavation, etc. Compare the number of test holes and the locations shown in the layout sheets for all bridges against number and locations of test holes identified in the final Geotechnical Report.
Page 12.4-3
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Page 12.4-4
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Page 12.4-5
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Page 12.4-7
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Page 12.4-8
The following is a list of items for which the Bridge and Structures Office is relying on the Region to furnish plans, specifications and estimates.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.
DOT Form 230-038 EF
Revised 2/97
Page 12.1-A1-1
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Page 12.1-A1-2
Appendix 12.2-A1
Bridge Quantities
Bridge Quantities
Indicate Unit of Measure:
Quantity
Bridge No.
Date
English
Metric
Item Use
Std. Item GSP Item
Item Description
Mobilization Removing Portion of Existing Bridge Type Area SF/SM
Unit of Measure
L.S. L.S.
Greater than 12/305 mm long: Drilled Holes: Less than 12/305 mm long: Number Diameter Number Diameter Length Inch/mm Inch/mm LF/M Inch/mm Inch/mm Core Drilled Holes: Less than 12/305 mm long: Number Diameter Inch/mm Inch/mm Inch/mm 0071 0071 0259 GSP Item Removing Existing Bridge Type BSP Item BSP Item 4001 BSP Item Work Access Type Temporary Bridge Type 4006 Std. Item Area SF/SM CY/M3 Area SF/SM L.S. Area SF/SM L.S. Number Inch/mm Inch/mm Greater than 12/305 mm long: Diameter Inch/mm Inch/mm Inch/mm L.S. Length LF/M LF/M LF/M LF/M LF/M
Structure Excavation Class A Incl. Haul Dry (includes unsuitable if specified by Geotech Report) Pier Soil CY/M3 CY/M3 CY/M3 CY/M3 Cofferdam: Pier Soil CY/M3 CY/M3 CY/M3 CY/M3 Rock CY/M3 CY/M3 CY/M3 CY/M3
4010
Sp. Prov.
CY/M3
Page 1 of 6
Page 12.2-A1-1
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Item Use
Std. Item
Item Description
Shoring or Extra Excavation Class A Dry: Pier <6 ft./2 m SF/SM SF/SM SF/SM SF/SM Cofferdam: Pier <6 ft./2 m SF/SM SF/SM SF/SM SF/SM *INDICATE AVERAGE HEIGHT
Quantity
Unit of Measure
L.S.
AVERAGE OVERALL HEIGHT 6 ft./2 m to 10 ft./3 m to * 10 ft./3 m 20 ft./6 m SF/SM SF/SM SF/SM SF/SM SF/SM SF/SM SF/SM SF/SM AVERAGE OVERALL HEIGHT 6 ft./2 m to 10 ft./3 m to * 10 ft./3 m 20 ft./6 m SF/SM SF/SM SF/SM SF/SM SF/SM SF/SM SF/SM SF/SM
>20 ft./6 m * SF/SM SF/SM SF/SM SF/SM Each Each CY/M3 CY/M3
7071 7070 4007 4008 Varies Varies Varies 4039 4164 4152 4168 0256 Varies 4060 4070 4080 4085 4090 4095 4100 4105 4107 4108 4111 4116 8376 4130 4140
GSP Item GSP Item Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. GSP Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std Item Std. Item Std. Item
Rock Dowel Type Rock Bolt Soil Excavation For Shaft Including Haul Rock Excavation For Shaft Including Haul Furnishing and Placing Temp. Casing For Furnishing Permanent Casing For Placing Permanent Casing For Casing Shoring CSL Access Tube St. Reinf. Bar For Shaft Conc. Class 4000P For Shaft Removing Shaft Obstructions Preboring For ________ Pile Furnishing and Driving Concrete Test Pile Furnishing Concrete Piling Driving Concrete Pile Furnishing and Driving Steel Test Pile Furnishing Steel Piling Driving Steel Pile Furnishing and Driving Timber Test Pile Furnishing Timber Piling - Untreated Furnishing Timber Piling Driving Timber Pile - Untreated Driving Timber Pile Pile Splice - Timber Furnishing Steel Pile Tip or Shoe Placing Prestressed Hollow Concrete Pile Driving Prestressed Hollow Concrete Pile Page 2 of 6 Diameter Diameter Diam. Shaft Diam. Shaft Diam. Shaft
LF/M LF/M Each LF/M LF/M LB/KG CY/M3 Est. LF/M Each LF/M Each Each LF/M Each Each LF/M LF/M Each Each Each Each Each Each
Page 12.2-A1-2
Chapter 12
Item Use
Sp. Prov.
Item Description
Pile Loading Test No. of Tests Each Pile Size Ton/Tonne
Quantity
Unit of Measure
LF/M LB/KG
Std. Item Std. Item Std. Item Std. Item Sp. Prov. Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item GSP Item Sp. Prov. GSP Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item
Epoxy-Coated St. Reinf. Bar For Epoxy-Coated St. Reinf. Bar For Bridge St. Reinf. Bar for Bridge St. Reinf. Bar for Wire Mesh Lean Concrete Conc. Class Conc. Class 4000 for Bridge Conc. Class 4000 for Traffic Barrier Conc. Class 4000 for Conc. Class 3000 for Conc. Class 5000 for Bridge Conc. Class 5000 for Conc. Class 4000W for Bridge Conc. Class 4000W for Conc. Class EA Conc. Class HE Fractured Fin Finish Structural Carbon Steel Structural Low Alloy Steel Structural High Strength Steel Cast Steel Forged Steel Cast Iron Malleable Iron Ductile Iron Cast Bronze Timber and Lumber - Untreated Timber and Lumber - Creosote Treated Timber and Lumber - Salts Treated Superstructure (for Concrete Bridges) Bridge Plan Area SF/SM Bridge Deck (for Steel Bridges) Bridge Plan Area SF/SM
LB/KG LB/KG LB/KG SY/SM CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 SY/SM LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG MBM/M3 MBM/M3 MBM/M3
-4166
---4230 4235 4240 4246 4251 4256 4261 4267 4271 4280 4282 4284 4300 4311
L.S.
L.S.
Page 3 of 6
Page 12.2-A1-3
Chapter 12
Item Use
Std. Item Sp. Prov. Sp. Prov. Sp. Prov. Std. Item GSP Item GSP Item Std. Item Sp. Prov. Sp. Prov. GSP Item
Item Description
Conduit Pipe 2 Diam. Steel Handrail Bridge Rail - Low Fence Type - Superstr. Bridge Rail - High Fence Type Bridge Railing Type Bridge Grate Inlet Pigmented Sealer Structural Earth Wall
Quantity
Unit of Measure
LF/M LF/M LF/M LF/M LF/M Each SY/SM SF/SM
--5656
SY/SM
Page 4 of 6
DOT Form 230-031 EF
Revised 07/2011
Page 12.2-A1-4
Chapter 12
Item Use
Std. Item Std. Item Std. Item Std. Item GSP Item Std. Item Std. Item Std. Item Std. Item Std. Item GSP Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Std. Item Sp. Prov. Std. Item Sp. Prov Sp. Prov SP. Prov Std. Item Std. Item Sp. Prov. Sp. Prov. GSP Item GSP Item
Item Description
Epoxy-Coated Steel Reinforcing Bar Epoxy-Coated Steel Reinforcing Bar (Traffic Barrier) Steel Reinforcing Bar Steel Reinforcing Bar (Traffic Barrier) Conc. Class Conc. Class 4000D Conc. Class 4000 Conc. Class 4000 (Traffic Barrier) Conc. Class 5000 Conc. Class Fractured Fin Finish Structural Carbon Steel Structural Low Alloy Steel Structural High Strength Steel Cast Steel Forged Steel Cast Iron Malleable Iron Ductile Iron Cast Bronze Timber and Lumber - Untreated Timber and Lumber - Creosote Treated Timber and Lumber - Salts Treated Glulam Deck Panels Conduit Pipe 2 Diameter Steel Handrail Bridge Rail - Low Fence Type - Superstr. Bridge Rail - High Fence Type Bridge Railing Type Traffic Barrier Special Bridge Drain Modify Bridge Drain Plugging Existing Bridge Drain Bridge Grate Inlet LS
Quantity
Unit of Measure
LB/KG LB/KG LB/KG LB/KG CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 CY/M3 SY/SM LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG LB/KG MBM/M3 MBM/M3 MBM/M3 MBM/M3 LF/M LF/M LF/M LF/M LF/M LF/M Each Each Each Each
Page 5 of 6
Page 12.2-A1-5
Chapter 12
Item Use
GSP Item
Item Description
Expansion Joint System Type Type Type
Quantity
Unit of Measure
LF/M
LF/M LF/M LF/M LF/M LF/M CF/M3 SY/SM SY/SM SY/SM L.S. L.S. Inch/mm SY/SM SY/SM Each Each Each Each Each Each Each LF/M LF/M LF/M LF/M LF/M LF/M LF/M LB/KG LF/M LF/M LF/M LF/M
BSP Item Std. Item Std. Item Std. Item BSP Item Std. Item
Expansion Joint Modification Type Modified Concrete Overlay Finishing and Curing Modified Concrete Overlay Scarifying Concrete Surface Polymer Concrete Overlay Further Deck Preparation (for Modified Conc. overlay only) Volume CF/CM Avg. Depth Inch/mm Bridge Deck Repair (for HMA overlays only) Volume CF/CM Avg. Depth Pigment Sealer Membrane Waterproofing (Deck Seal) Pot Bearing Disc Bearing Spherical Bearing Cylindrical Bearing Elastomeric Bearing Pad (for pads only) Elastomeric Bearing Pad Assembly (for a fabricated assembly) Fabric Pad Bearing Prestressed Conc. Girder W42G/W42MG Prestressed Conc. Girder W50G/W50MG Prestressed Conc. Girder W58G/W58MG Prestressed Conc. Girder W74G/W74MG Prestressed Conc. Girder WF83G/WF83MG Prestressed Conc. Girder WF95G/WF95MG Prestressed Con. Girder W100G Prestressing Prestressed Conc. Girder _______ In. PCPS Slab Prestressed Conc, Girder PCPS Ribbed Girder Prestressed Conc. Girder PCPS Double Tee Precast Segment Volume CY/CM
4445
GSP Item GSP Item GSP Item Sp. Prov. BSP Item BSP Item BSP Item Std. Item Sp. Prov. GSP Item BSP Item BSP Item BSP Item BSP Item BSP Item BSP Item BSP Item Std. Item Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov. Sp. Prov.
-4455/8643
-------4269 4269 4269 4269 4269 4269 4269 -4269 4269 4269 ----
Page 6 of 6
DOT Form 230-031 EF
Revised 07/2011
Page 12.2-A1-6
Appendix 12.3-A1
Prestressed Concrete Girders Span 50 - 175 FT. Water Crossing w/piling Water Crossing w/spread footings Dry Crossing w/piling Dry Crossing w/spread footings Reinforced Concrete And Post-Tensioned Concrete Box Girder Span 50 - 200 FT. Water Crossing w/piling Water Crossing w/spread footings Dry Crossing w/piling Dry Crossing w/spread footings Reinforced Concrete Flat Slab Span 20 - 60 FT. Prestressed Concrete Slabs Span 13 - 69 FT. Prestressed Concrete Decked Bulb -Tee Girder Span 40 - 115 FT. Steel Girder Span 60 - 400 FT. Steel Box Girder Span 300 - 700 FT. Steel Truss Span 300 - 700 FT. Steel Arch Span 30 - 400 FT. Bridge Approach Slab Concrete Bridge Removal Widening Existing Concrete Bridges (Including Removal) Railroad Undercrossing Single Track Railroad Undercrossing Double Track Pedestrian Bridge Reinforced Concrete Reinforced Concrete Rigid Frame (Tunnel) Replace Existing Curbs & Barrier With Safety Shape Traffic Barrier (Including Removal) Reinforced Concrete Retaining Wall (Exposed Area) SE Wall Welded Wire SE Wall Precast Conc. Panels or Conc. Block SE Wall CIP Conc. Fascia Panels (Special Design)
SF SF SF SF
SF SF SF SF SF SF SF SF SF SF SF SY SF SF LF LF SF SF LF SF SF SF SF
$250.00 $225.00 $200.00 $190.00 $155.00 $130.00 $155.00 $200.00 $250.00 $275.00 * $300.00 $250.00
$20.00 $175.00
$35.00 $200.00
$50.00 $300.00
* $9,000.00 (Steel Underdeck Girder) * $11,000.00 (Steel Thru-Girder) * $14,000.00 $200.00 $150.00 $55.00 $20.00 $30.00 $40.00 $300.00 * $100.00 $200.00 $75.00 $30.00 $40.00 $50.00 $600.00 $250.00 $90.00 $40.00 $50.00 $60.00
Page 12.3-A1-1
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UNIT COSTS
UNIT Permanent Geosynthic Wall w/ Shotcrete Facing Permanent Geosynthic Wall w/ Concrete Fascia Panel Soil Nail Wall Shotcrete Facing Concrete Fascia Panel Soldier Pile Wall (Exposed Area) Soldier Pile Tieback Wall (Exposed Area) Concrete Crib Wall Concrete Headers Soil Nail Shotcrete Facing Concrete Fascia Panel SF SF SF SF SF SF SF SF SF SF SF LOW $20.00 $30.00 $80.00 $20.00 $30.00 $100.00 $140.00 $40.00 $80.00 $20.00 $30.00 AVERAGE $35.00 $45.00 $100.00 $30.00 $40.00 $120.00 $160.00 $50.00 $100.00 $30.00 $40.00 HIGH $50.00 $60.00 $130.00 $40.00 $50.00 $130.00 $200.00 $60.00 $130.00 $40.00 $50.00
*Based on limited cost data. Check with the Bridge PS&E Engineer. Bridge areas are computed as follows: Typical Bridges: Width x Length Width: Total width of Deck, including portion under the barrier. Length: Distance between back of pavement seats, or for a Bridge having Wingwalls, 3'-0" behind the top of the embankment slope; typically end of Wingwalls to end of Wingwalls, reference Standard Plans H9. Special Cases: Widenings - Actual area of new construction. Tunnel - Outside dimension from top of footing to top of footing over the tunnel roof, i.e., including walls and top width. For small jobs (less than $100,000), use the high end of the cost range as a starting point. Before using these structure unit costs for any official WSDOT project cost estimate, contact the Bridge and Structures Office at (360) 705-7201 to discuss the specific project criteria and constructability related risks, so an appropriate structures construction cost can be provided. (Note: Unit structure costs include mobilization but do not include sales tax, engineering, or contingency)
Page 12.3-A1-2
Appendix 12.3-A2
BID ITEMS Structure Excavation Class A Incl. Haul Earth Rock Inside Cofferdam Earth Rock Shoring Extra Excavation Class A Dry Depth under 6 Dry 6 - 10 Dry 10 - 20 Cofferdam Preboring For Standard Piles Furnishing & Driving Test Piles Concrete Steel Timber Furnishing Piling Conc. _____ Dia. Steel TYP HP 12x53 Timber Creosote Treated Timber Untreated ** Pile Tip CIP Concrete (Steel Casing Short Tip) CIP Concrete (Steel Casing 10 Stinger) Steel (H-Pile) Timber (Arrow Tip) Driving Piles (40 - 70 Lengths) Concrete _____ Dia. Steel Timber
UNIT CY CY CY CY SF SF SF SF LF EACH EACH EACH LF LF LF LF EACH EACH EACH EACH EACH EACH EACH
LOW
UNIT COST
HIGH '' $30.00 $220.00 $33.00 $190.00 $8.00 $11.00 $22.00 $40.00 $60.00
$12.00 $100.00 $22.00 $110.00 $3.00 $7.00 $11.00 $30.00 $35.00 $5,000.00 $4,000.00 $2,000.00 $35.00 $30.00 $10.00 $8.00 $200.00 $4,500.00 $120.00 $25.00 $500.00 $350.00 $225.00
$10,000.00 $8,000.00 $3,000.00 $45.00 $35.00 $12.00 $10.00 $250.00 $5,500.00 $220.00 $45.00 $1,000.00 $800.00 $450.00
Page 12.3-A2-1
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SUBSTRUCTURE
BID ITEMS Shafts Soil Excavation For Shaft Including Haul Rock Excavation For Shaft Including Haul Furnishing & Placing Temp. Casing For Shaft Furnishing Permanent Casing For Shaft Placing Permanent Casing For Shaft Casing Shoring Shoring or Extra Excavation CL.A Shaft Conc. Class 4000P For Shaft St. Reinf. Bar For Shaft CSL Access Tubes Removing Shaft Obstructions St. Reinf. Bar For Bridge Epoxy-Coated St. Reinf. Bar For Bridge Conc. Class 4000W Conc. Class 4000P Conc. Class 4000 (Footings) Conc. Class 4000 (Abut. & Ret. Walls) Conc. Class 5000 Lean Concrete Conc. Class 4000P (CIP Piling) UNIT CY CY LF LF EACH LF EST CY LBS LF EST LBS LBS CY CY CY CY CY CY CY LOW UNIT COST HIGH
$300.00 $600.00 $600.00 $800.00 $125.00 $350.00 $150.00 $600.00 $2,000.00 $3,000.00 $150.00 $350.00 $10,000.00 $25,000.00 $250.00 $350.00 $1.00 $1.50 $10.00 $15.00 10% of all of above shaft ____ $1.00 $1.20 $250.00 $250.00 $400.00 $450.00 $550.00 $200.00 $200.00 $1.30 $1.70 $400.00 $400.00 $600.00 $650.00 $750.00 $250.00 $250.00
For small jobs (less than $100,000), use the high end of the cost range as a starting point. ** Pile ultimate capacity will affect these prices. Check with Bridge PS&E Engineer if unsure.
Page 12.3-A2-2
Appendix 12.3-A3
BID ITEMS Elastomeric Bearing Pads Girder Seat Girder Stop Bearings - Spherical and Disc (In place with plates) Fabric Pad Bearing (In place, including all plates, TFE, etc .) Prestressed Concrete I Girder W42G (Series 6) W50G (Series 8) W58G (Series 10) W74G (Series 14) Wide Flange Prestressed Concrete Girder WF42G WF50G WF58G WF74G W83G W95G Spliced Prestressed Concrete I Girder WF74PTG W83PTG W95PTG Bulb Tee Girder WBT32G WBT38G WBT62G Trapezodial Tub Girder U54G4 U54G5 U54G6 U66G4 U66G5 U66G6 U78G4 U78G5 U78G6 Wide Flange Trapezodial Tub Girder UF60G4 UF60G5 UF60G6 UF72G4 UF72G5 UF72G6 UF84G4 UF84G5 UF84G6
WSDOT Bridge Design Manual M 23-50.06 July 2011
LOW
LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF LF
$200 .00 $225 .00 $245 .00 $265 .00 $250 .00 $275 .00 $300 .00 $325 .00 $350 .00 $400 .00 $250 .00 $275 .00 $300 .00 $250 .00 $275 .00 $300 .00 $500 .00 $510 .00 $520 .00 $530 .00 $540 .00 $560 .00 $570 .00 $580 .00 $600 .00 $520 .00 $530 .00 $540 .00 $550 .00 $560 .00 $570 .00 $580 .00 $590 .00 $600 .00
Page 12.3-A3-1
Chapter 12
SUPERSTRUCTURE
BID ITEMS Structural Carbon Steel (Steel girder, when large amount of steel is involved) Structural Low Alloy Steel (Steel girder, when large amount of steel is involved) Structural Steel (Sign supports, when small amounts of steel is involved) Timber & Lumber Creosote Treated Salts Treated Untreated Lagging (in place) Untreated Expansion Joint Modification Expansion Joint System Compression Seal Modular (Approx . $100 per inch of movement) Strip Seal Rapid Cure Silicone Bridge Drains Bridge Grate Inlets Conc . Class 5000 Conc . Class 5000 (Segmental Constr .) Conc . Class 4000D (Deck Only) Conc . Class 4000 Conc . Class EA (Exposed Aggregate) Conc . Class 4000 LS (Low Shrinkage) Conc . Class 5000 LS St . Reinf . Bar Epoxy-Coated St . Reinf . Bar Post-tensioning Prestressing Steel (Includes Anchorages) Traffic Barrier Bridge Railing Type BP & BP-S Bridge Railing Type Thrie Beam Modified Conc . Overlay Furnishing and Curing Modified Conc . Overlay Scarifying Conc . Overlay Polymer Concrete Polyester Concrete UNIT LBS LBS LBS MBM MBM MBM MBM MBM LF LF LF LF LF EACH EACH CY CY CY CY CY CY CY LBS LBS LBS LF LF LF CF SY SY SY CF LOW UNIT COST HIGH $1 .50 $1 .75 $6 .00 $2,800 .00 $3,000 .00 $2,000 .00 $2,250 .00 $3,500 .00 $600 .00 $100 .00 $3,500 .00 $500 .00 $100 .00 $600.00 $2,000.00 $850 .00 $1,000 .00 $800 .00 $750 .00 $600 .00 $550 .00 $600 .00 $1 .50 $1 .75 $8 .00 $120 .00 $85 .00 $85 .00 $80 .00 $100 .00 $20 .00 $150 .00 $250 .00
$1 .00 $1 .25 $4 .00 $2,000 .00 $2,250 .00 $1,500 .00 $1,750 .00 $2,550 .00 $400 .00 $80 .00 $1,500 .00 $250 .00 $70 .00 $400.00 $1,500.00 $700 .00 $850 .00 $700 .00 $650 .00 $500 .00 $400 .00 $500 .00 $1 .00 $1 .25 $6 .00 $90 .00 $60 .00 $60 .00 $40 .00 $60 .00 $15 .00 $90 .00 $140 .00
For small jobs (less than $100,000), use the high end of the cost range as a starting point .
Page 12.3-A3-2
BID ITEMS Conduit Pipe 2" Diameter Sign Support (Brackets, Mono, or Truss Sign Bridges) Concrete Surface Finishes Fractured Fin Finish Exposed Aggregate Finish (Requires the use of concrete Class EA) Pigmented Sealer Painting Existing Steel Bridges (Lead Base) Painting New Steel Bridges Mobilization
LOW $10 .00 $5 .00 $20 .00 $20 .00 $7 .00 $650 .00 $0 .12
UNIT COST
HIGH $15 .00 $7 .00 $30 .00 $25 .00 $10 .00 $900 .00 $0 .15
10%
Masonry Drilling Holes up to 1'-0" in depth 1" Diameter EACH $30.00 1 " Diameter EACH $35.00 2" Diameter EACH $40.00 2 " Diameter EACH $42.00 3" Diameter EACH $44.00 3 " Diameter EACH $46.00 4" Diameter EACH $52.00 5" Diameter EACH $54.00 6" Diameter EACH $70.00 7" Diameter EACH $90.00 For holes greater than 1'-0" in depth and up to 20'-0" in depth, use 1 .5 x above prices . If drilling through steel reinforcing, add $16 .00 per lineal inch of steel drilled . Removal of Rails and Curbs Removal of Rails, Curbs, and Slab Further Deck Preparation Bridge Deck Repair Removing HMA from bridge deck Plugging Existing Bridge Drain LF SF CF CF SY EACH $90 .00 $30 .00 $120 .00 $120 .00 $8.50 $350.00 $140 .00 $60 .00 $175 .00 $180 .00 $13.50
For small jobs (less than $100,000), use the high end of the cost range as a starting point .
Page 12.3-A4-1
Chapter 12
Page 12.3-A4-2
Appendix 12.4-A1
Instructions:
X Check items pertaining to this structure Note other items with X in box and fill in blank line X Leave blank if it DOES NOT pertain to this structure
A. Permits and Regulations Coast Guard B. Railroads Railroad Bridge Railroad in Vicinity C. Order of Work Approach embankment settlement period Stage construction sequence D. Traffic Control Reduction in traffic lanes Traffic within feet of new construction Traffic detoured, no traffic on bridge One way traffic on bridge E. Utilities and Existing Pavement Utilities on Bridge, type Existing utilities in vicinity of construction Existing pavement in vicinity of construction F. Falsework Falsework opening over existing roadway Falsework opening over railroad Falsework opening over water Protection of falsework Supported from existing structure Not supported from existing structure Special falsework release sequence required
DOT Form 230-037 EF
Revised 07/2011
Page 12.4-A1-1
Chapter 12
G. Foundation Excavation near existing pavement Excavation near railroad track or facilities Concrete Seals Seal construction using a berm Cofferdams Pumping water from foundation excavation required Riprap at piers Removal of unsuitable material Rock excavation requiring threshold limit value Special Excavation
H. Forms Special forms for architectural treatment Fractured Fin Finish Variable depth random board finish 3/4 inch random board finish Remove forms from cells which have access (Box grider) I. Piles Concrete test pile Concrete piling inch diameter Steel test pile Steel piling Timber Test Pile Timber piling Pile loading test Pile minimum tip elevations Pile splice Pile tip Preboring for pile Driving piles in highly developed business or residential areas Excavation for pile Driving from existing structure No driving from existing structure Overdriving of piles
J. Shafts Required permanent casing Required temporary casing Casing shoring Shaft Seal CSL access tubes
DOT Form 230-037 EF
Revised 07/2011
Page 12.4-A1-2
Chapter 12
K. Prestressed Concrete Griders Epoxy - coated prestressing steel Temporary strands f'c 28 days > 8,500 psi Precast prestressed member Spliced prestressed concrete girder Prestressed concrete tub girder
L. Superstructure Concrete class Post - tensioning tendons Elastomeric bearing pads (pad only) Elastomeric bearing pad assembly (fabricated assembly) Fabric pad bearing Disc bearing Spherical bearing Cylindrical bearing Electrical Conduit Expansion joint
M. Steel Structure Structural Carbon Steel Structural Low Alloy Steel Structural H.S. Steel Steel Casting A - 307 Fasteners M - 164 Fasteners F-1554 Fasteners Shop Assembling Notch Toughness Requirements Application of Paint - Color No. Steel Erection
N. Timber Structures Untreated Creosote treated Salt treated Glulam deck panels Type and grade of timber Fire prevention requirement needed
Page 12.4-A1-3
Chapter 12
O. Signing and Lighting Navigation lighting system Temporary navigation light Sign bridge on structure Cantilever sign structure on bridge Bridge mounted sign brackets P. Drainage System Special bridge drains Bridge grate inlets Downspout Q. Surface Finish Fractured fin finish Sandblast finish Variable depth random board finish 3/4 inch random board finish Pigmented sealer R. Special Classes of Concrete Concrete Class EA Concrete Class HE S. Bridge Widening or Replacement Complete removal of existing structure Removing portions of existing structure Salvage Materials, storage site , salvage item Coating contrete surface with epoxy resin Drilling holes Core drilled holes Set rebar with epoxy Use of rockbolts or rock anchors Grout, comp. strength psi at day, location As built Plans of existing structure available for bidder's inspection HMA overlay LMC overlay Polyester concrete overlay Bridge deck repair Further deck preparation Explosive prohibited Explosives allowed
Page 12.4-A1-4
Chapter 12
U. Miscellaneous Items Temporary oak blocks Poured rubber Expaned polstyrene Plastic waterstops Expanded rubber Butyl rubber sheeting Grout, comp. strength Electrical conduit
psi at
day, location
W. Repair Work Epoxy Crack Sealing Timber Redecking Concrete Deck Repair
X. Other Items Ceramic Tiles Sturctural Earth Wall Tieback Wall Noise Barrier Wall Winter Conditions Work Access Work hours or seasonal restrition Work Bridge Detour Bridge
Page 12.4-A1-5
Chapter 12
Page 12.4-A1-6
Appendix 12.4-A2
Operation Substructure Structure Exc. & Shoring *Seals *Footings *Abutment Walls *Wingwalls *Retaining Walls with Footings *Columns Falsework for X-beams *X-beams Furnishing Piles Precast Concrete Cast-in-Place Concrete Steel Timber Driving Piles Driving Test Piles Concrete Steel Timber Shafts Soldier Pile Walls Driving Soldier Pile Permanent Ground Anchor Timber Lagging Concrete Fascia Panel Soil Nail Walls Soil Nail Shotcrete Facing Superstructure Prestressed Girders Girder Fabrication Set Girders *Slab & Diaphragms DAYS LF/DAY CY/DAY EACH SF/DAY DAYS EACH MBM/DAY SF/DAY EACH/DAY LF/DAY LF/DAY LF/DAY DAYS DAYS DAYS DAYS DAYS CY/DAY CY/DAY CY/DAY CY/DAY CY/DAY CY/DAY CY/DAY CY/DAY CY/DAY Units**
70 200 6
45 550 11
35 1,450 18
* Concrete ** All times are based on a single crew with 8-hour work DAYS
Page 12.4-A2-1
Chapter 12
Operation Box Girders Span Falsework *Bottom Slab *Webs, Diaphragms, and X-beams *Top Slab Stress and Grout Strands Strip Falsework T-Beam Span Falsework *Girders, Diaphragms, and Slab Strip Falsework Flat Slab Span Falsework *Slab and X-beams Strip Falsework Steel Girder Girder Fabrication Girder Erection *Slab Painting Miscellaneous *Traffic Barrier *Traffic Railing & Sidewalk *SEW Traffic Barrier *Concrete Deck Overlay Expansion Joint Replacement Bridge Rail Retrofit
Units** SF/DAY CY/DAY CY/DAY CY/DAY LBS/DAY SF/DAY SF/DAY CY/DAY SF/DAY SF/DAY CY/DAY SF/DAY DAYS LF/DAY CY/DAY SF/DAY LF/DAY LF/DAY LF/DAY SY/DAY DAYS/LANE CLOSURE LF/DAY
Min. Output 150 3 5 7 4,500 1,500 500 6 1,000 100 6 300 200 50 6 1,000 20 15 15 200 8 50
Ave. Output 700 8 18 9 6,000 2,200 700 10 1,500 250 10 500 150 100 10 2,000 40 35 35 250 6 100
Max. Output 900 11 25 12 8,000 3,000 1,000 15 2,000 600 15 1,000 110 200 15 3,000 80 60 60 300 4 200
* Concrete ** All times are based on a single crew with 8-hour work DAYS
Page 12.4-A2-2
Date of Transmittal
Assume Accuracy %
Program Development
WSDOT M 23-50.06 Bridge Bridge DesignDesign ManualManual M 23-50.02 July 2011 May 2008
Estimate of Cost
Remarks
8-91
1-9-92
Chapter 12
Page 12.3-B1-2
Appendix 12.4-B1 Working Day Schedule Appendix 12.4-B1 Construction Construction Working Day Schedule
WSDOT Bridge Design Bridge Design Manual MManual 23-50 M 23-50.06 July 2011 August 2006
Chapter 12
Page 12.4-B1-2
Contents
Page
13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1.1 LRFR Method per the MBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1.2 Load Factor Method (LFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1.3 Allowable Stress Method (ASD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1.4 Live Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1.5 Rating Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2 Special Rating Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.1 Dead Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.2 Live Load Distribution Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.3 Reinforced Concrete Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.4 Prestresed Concrete Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.4 Concrete Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.5 Concrete Crossbeams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.6 In-Span Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.7 Girder Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.8 Box Girder Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.9 Segmental Concrete Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.10 Concrete Slab Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.11 Steel Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.12 Steel Floor Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.13 Steel Truss Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.14 Timber Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.15 Widened or Rehabilitated Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13.1-1 13.1-2 13.1-4 13.1-6 13.1-7 13.1-7 13.2-1 13.2-1 13.2-1 13.2-1 13.2-1 13.2-1 13.2-1 13.2-1 13.2-2 13.2-2 13.2-2 13.2-2 13.2-2 13.2-2 13.2-2 13.2-3 13.2-3
13.3 13.4
13.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.99-1 Appendix 13.4-A1 Appendix 13.4-A2 LFR Bridge Rating Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4-A1-1 LRFR Bridge Rating Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4-A2-1
Page 13-i
Contents
Chapter 13
Page 13-ii
Chapter 13
13.1General
Bridge load rating is a procedure to evaluate the adequacy of various structural components to carry predetermined live loads. The Bridge Load Rating Engineer in the WSDOT Bridge Preservation Office is responsible for the bridge inventory and load rating of existing and new bridges in accordance with the NBIS and the AASHTO Manual for Bridge Evaluation (MBE), latest edition. Currently, only elements of the superstructure will be rated, however, if conditions warrant, substructure elements can be rated. The superstructure shall be defined as all structural elements above the column tops including dropcrossbeams. Load ratings are required for all new, widened, or rehabilitated bridges where the rehabilitation alters the load carrying capacity of the structure. Load ratings shall be done immediately after the design iscompleted and rating calculations shall be filed separately per Section 13.4 and files shall be forwarded toWSDOTs Load Rating Engineer. The Bridge Preservation Office is responsible for maintaining an updated bridge load rating throughout the life of the bridge based on the current condition of the bridge. Conditions of existing bridges change over time, resulting in the need for reevaluation of the load rating. Such changes may be caused bydamage to structural elements, extensive maintenance or rehabilitative work, or any other deterioration identified by the Bridge Preservation Office through their regular inspection program. New bridges that have designs completed after October 1, 2010 shall be rated based on the Load and Resistance Factor Rating (LRFR) method per the MBE and this chapter. NBI ratings shall be based on the HL-93 truck and shall be reported as a rating factor. For new bridges designed prior to October 1, 2010, partially reconstructed or rehabilitated bridges where part of the existing structure is designed by the allowable stress method or by the load factor method (LFR), and existing structures, NBI ratings can be based oneither the LFR or LRFR methods. The rating factors shall be based on HS loading and reported in tons when using the LFR method. Verify with WSDOTs Load Rating Engineer regarding which load rating method to use for existing bridges and new bridges designed prior to October 1, 2010. By definition, the adequacy or inadequacy of a structural element to carry a specified truck load will be indicated by the value of its rating factor (RF); that is, whether it is greater or smaller than 1.0.
Page 13.1-1
Chapter 13
(13.1.1A-1)
Where: RF = C = C = Rn = R = DC = DW = P = LL = IM = DC = DW = P = LL = c = s = n =
Rating factor 13.1.1A 2 c s n Rn, where c s 0.85 for strength limit state fR for service limit state Nominal Capacity of member Allowable Stress per LRFD specs Dead load due to structural components and attachments Dead load due to wearing surface and utilities Permanent loads other than dead loads Live load effect Dynamic load allowance (Impact) Dead load factor for structural components and attachments Dead load factor for wearing surface and utilities Load factor for permanent load Live load factor Condition factor System factor Resistance factor based on construction material
When rating section or 3D truss, or crossbeams, with two or 13.1.1A 1the full of a bridge, like a box girder more lanes, the following formula applies when rating overload trucks.
13.1.1A2
The formula above assumes that there is one overload truck occupying one lane, and one of the legal trucks occupying each of the remaining lanes. Trucks shall be placed in the lanes in a manner that produces the maximum forces. The live load factor for both of the legal truck and permit truck shall be equal and are dependent on the permit truck. The LLlgl shown in the equation above corresponds tothe maximum effect of the legal truck(s). Condition factor is based on the BMS condition state of the element per the latest inspection report.
Structural Condition of Member Good or Satisfactory, BMS Condition 1 or 2 Fair, BMS Condition 3 Poor, BMS Condition 4 c 1.00 0.90 0.85
(13.1.1A-2)
Page 13.1-2
Chapter 13
System Factor (s) The system factor shown in the table below applies to flexure and all axial forces; use a system factor of 1 when rating shear
Super Structure Type Welded Members in Two Girder/Truss/Arch Bridges Riveted Members in Two Girder/Truss/Arch Bridges Multiple Eyebar Members in Truss Bridges Three-Girder Bridges with Girder Spacing 6 Four Girder Bridges with Girder Spacing 4 All Other Girder and Slab Bridges Floorbeams with Spacing >12 and Noncontinuous Stringers Redundant Stringer Subsystems Between Floorbeams 0.85 0.90 0.90 0.85 0.95 1.00 0.85 1.00 s
*Distribution factors shall be based on one lane when evaluating permit trucks, and the built in multiple presence factor shall be divided out. Table 13.1-1
In cases where RF for legal loads is less than 1, which would require the bridge to be posted, live load factors may be reduced (interpolated based on ADTT), per Section 6A.4.4.2.3 of the MBE.
Page 13.1-3
Chapter 13
Dynamic Load Allowance (Impact) Dynamic load allowance is dependent on the approach onto the bridge and condition of the deck and joints based on the latest inspection report.
Truck HL 93 (All Span Lengths): Inventory Operating Legal & Permit Trucks: Spans 40 or less Spans greater than 40 Smooth Riding Surface Along Approach onto the Bridge, Bridge Deck and Expansion Joints Minor Surface Deviations and Depressions Severe Impact to the Bridge 10% 20% 30% 8 6 3 1, 2 or none 3 4 33% N/A N/A 33% 33% N/A N/A N/A N/A IM NBI Element681 BMS Flag 322
Verify the conditions of the deck and joints to identify any deficiencies in the deck that would cause impact to the structure. For potholes less than 1 deep use 20 % impact, and use 30% impact for depths greater than 1. For multi span bridges, take into consideration the type and location of the deficiency and whether Impact would be applicable to the entire structure or not. If the Inspection report has no NBI Code 681 or BMS Flag 322, then assume Smooth approaches. The moving loads shall be the HL-93 loading, the three AASHTO legal loads, the notional rating load, and the two WSDOT overload vehicles (See fig. 13.1-1 and 13.1-3 thru 13.1-9). Inventory and operating ratings shall be calculated for the HL-93 truck. In cases where the rating factor for the NRL load is below 1, then the single unit vehicles (SUV) shall be evaluated for posting, see MBE for SUVconfigurations.
Live Loads
Where: RF = C = = D = LL = S = IM = DL = LL =
Rating factor Nominal member resistance Resistance factor based on construction material Unfactored dead loads Unfactored live loads Unfactored prestress secondary moment or shear Impact Dead load factor for structural components and attachments Live load factor
(13.1.2-1)
Page 13.1-4
Chapter 13
Dead and Live Load Factors Dead load factor = 1.30 Live load factor = 2.17 (Inventory) = 1.30 (Operating)
NBI Element681 N/A
Impact (IM)
Truck Design and Legal loads (Inventory & Operating) Permit Loads:
Smooth Riding Surface Along 10% 13.1.1A 1 Approach onto the Bridge, Bridge Deck and Expansion Joints
IM Span dependant
1, 2, or none
13.1.1A 1 has Code 681 or BMS Flag 322, then assume smooth approaches. If the inspection report no NBI 13.1.21 Impact (IM) for design and legal loads is span dependent: 13.1.1A2 13.1.22 (13.1.2-2)
like a box girder or 3D truss, or crossbeams, which have two When rating the full of a bridge, 13.1.2 2 section or more lanes, the following formula applies when rating overload trucks. Where: 13.1.21 L is equal to span length 13.1.2 3
30%
3 4
13.1.23
The formula above assumes that there is one overload truck occupying one lane, and one of the legal trucks occupying each of the remaining lanes. Trucks shall be placed in the lanes in a manner that produces the maximum forces. The LLlgl shown in the equation above corresponds to the maximum effect of the legal trucks(s). The LL corresponds to the live load factor for the overload truck and isthe same for both legal and overload trucks. The resistance factors for NBI ratings shall be per the latest AASHTO Standard Specifications. Following are the NBI resistance factors assuming the member is in good condition: Steel members: Prestressed concrete Post-tensioned, cast-in-place: Reinforced concrete: 1.00 (Flexure) 1.00 (Shear) 1.00 (Flexure, positive moment) 0.90 (Shear) 0.95 (Flexure, positive moment) 0.90 (Shear) 0.90 (Flexure) 0.85 (Shear)
(13.1.2-3)
For prestressed and post-tensioned members, where reinforcing steel is used to resist negative moment, the resistance factors for reinforced concrete section shall be used in the ratings.
Page 13.1-5
13.1.1A1
Chapter 13 13.1.1A 1 2 13.1.1A 13.1.1A2 13.1.1A 2 13.1.1A1 is In cases where there deterioration in a member, the cross section shall be reduced based on the 13.1.1A deterioration 13.1.21 in members 2 is For cases where described 13.1.21 inspection report. in general terms, reduce 13.1.2 1 State of 3, and reduce resistance factors 13.1.1A2 resistance factors of member by 0.10 for BMS Condition by0.20for BMS Condition State 13.1.2 of 4. 13.1.2 2 13.1.22 1 13.1.22 Service Method (LFR) 13.1.21 13.1.2 2 13.1.2 post-tensioned members in positive moment and where post-tensioning is 3 regions, 13.1.23 Prestressed and 13.1.2 3 continuous over the supports, shall also be rated based on allowable stresses at service loads. The 13.1.22 ultimate lowest rating factor between service and methods shall be the governing inventory rating. 13.1.23 13.1.2 4 Inventory Rating 13.1.24 13.1.24 3 Concrete Tension: Concrete Compression: 4 13.1.2 13.1.2 5 13.1.25 6 (13.1.2-4) (13.1.2-5) 13.1.2 5 13.1.24 13.1.1A1 13.1.2 5 (13.1.2-6) 13.1.2 6 13.1.26 13.1.2 6 13.1.25 13.1.1A 2 Prestressing Steel Tension: 13.1.2 6 13.1.2 7 13.1.27 (13.1.2-7) 13.1.2 7 13.1.26 13.1.2 1 Operating Rating 13.1.2 13.1.2 7 8 13.1.28 13.1.28 Prestressing Steel Tension: 13.1.27 13.1.2 2
13.1.1A1 13.1.1A1
13.1.28
Impact is not applied to timber structures. The allowable stress method is to timber structures. 13.1.28 applicable
(13.1.2-8) 13.1.23 Where: RF = Rating factor c = Compressive strength of concrete 13.1.2 load stress Fd = Dead 4 Fp = Prestressing stress due to secondary prestressforces Fs = Stress 5 load stress Fl = Live13.1.2 IM = Dynamic load allowance (Impact) y* = Prestressing steel yield stress 13.1.26 Allowable concrete stress shall be increased by15 percent for overload vehicles. Impact is calculated same as ultimate method. 13.1.27
13.1.28
Rating Equation:
13.1.31
*Fa, for inventory rating, shall be per AASHTO Standard Specifications. For operating rating, FA shall be increased by 33%
Where: RF = *Fa = Fd = Fl =
Rating factor Allowable stress stress Dead load Live load stress
(13.1.3-1)
Page 13.1-6
Chapter 13
HL-93 Load For negative moment and interior reaction (Reduce all(LRFR loads toMethod) 90%). Figure 13.1-1 HL-93 Load (LRFR Method)
Figure 13.1-1
Page 13.1-7
Chapter 13
8k
32 k
32 k
*In negative moment regions of continuous spans, place an equivalent load in the other spans to produce maximum effect.
Legal Trucks
Chapter 13
Legal lane is applicable to Spans over 200 (LRFR & LFR Methods) Legal lane is applicable to Spans over 200 (LRFR & LFR Methods)
Legal lane is applicable to spans over 200 (LRFR & LFR Methods)
(LRFR Legal lane for continuous interior piers FR Method) Met Legal lane for continuousspans spansand andreactions reactions at at interior piers (LRFR Method) Legal lane for continuous spans and reactions at interior piers (LRFR FR Method) Met Figure 13.1-7 Figure 13.1-7 Figure 13.1-7 Overload Trucks Overload Trucks Overload Trucks
Overload 1* (LRFR & LFR Methods) (LRFR & LFR Methods) Overload 1 1* Figure 13.1-8 Overload 1 1* (LRFR & LFR Methods) Figure 13.1-8 Figure 13.1-8
Figure 13.1-9 *When using the LRFR method for the Overload trucks, for spans greater than 200 feet and when *When using the LRFR method for the Overload trucks, fork/ft spans greater lane than load 200 feet and when checking negative moment in continuous spans, apply 0.20 additional to simulate checking negative moment in continuous spans, apply 0.20 k/ft additional lane load to simulate closely following vehicles. The lane load can be superimposed on top of the permit load. closely following vehicles. The lane load can be superimposed on top of the permit load.
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13.99 References
1. AASHTO LRFD Bridge Design Specification. 2. AASHTO Standard Specifications for Highway Bridges, 17th edition. 3. AASHTO Manual For Bridge Evaluation. 4. WSDOT Bridge Inspection Manual M 36-64.
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Appendix 13.4-A1
PEStamp
Bridge Name: Bridge Number: Span Types: Bridge Length: Design Load: Rated By: Checked By: Date:
Inspection Report Date Rating Method Overlay Thickness Substructure Condition Deck Condition Superstructure Condition
Truck AASHTO 1 AASHTO 2 AASHTO 3 NRL OL-1 OL-2 NBI Rating Inventory (HS-20) Operating (HS-20) Remarks:
RF (INV)
RF (OPR)
Controlling Point
RF
Controlling Point
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Appendix 13.4-A2
PEStamp
Bridge Name: Bridge Number: Span Types: Bridge Length: Design Load: Rated By: Checked By: Date:
Inspection Report Date Rating Method Overlay Thickness Substructure Condition Deck Condition Superstructure Condition
Truck AASHTO 1 AASHTO 2 AASHTO 3 NRL OL-1 OL-2 NBI Rating Inventory (HL-93) Operating (HL-93) Remarks:
RF
Controlling Point
RF
Controlling Point
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