DOT of Kansas (KDOT) - Bridge Design Manual (2014) PDF

DESIGN MANUAL
Volume III - Bridge Section

U.S. Customary Units
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Kansas Department of Transportation
Design Manual
EXECUTIVE SUMMARY
This Kansas Department of Transportation (KDOT) Design Manual has been compiled for the
Bureau of Structures and Geotechnical Services from the existing design manuals of the Roads
Section, Coordinating Section, Bridge Section, and the Bureau of Right of Way. Although these
manuals have been consolidated for consistency of style and format, the essential integrity of each
volume has been maintained. This manual should allow each employee and consultant of the
Bureau of Structures and Geotechnical Services to contribute to a uniform and consistent application of KDOT procedures.
In all four volumes, many of the subjects simply highlight the design criteria and procedures;
however, it is not intended the manuals be all-inclusive. An individual using these manuals is still
responsible for their own understanding of their functions.
KDOT DESIGN MANUAL ORGANIZATION
The KDOT Design Manual is organized into the following four volumes:
Volume I, Road Section
Volume II, Coordinating Section
Volume III, Bridge Section
Volume IV, Bureau of Right of Way
Volume I, Road Section, is divided into three parts: Part A, "Procedures for Preparation of Highway Plans"; Part B, "Instructions to Road Designers"; and Part C, "Elements of Drainage and Culvert Design." Part A addresses procedures for the preparation of Grading Plans or Grading and
Surfacing Plans Combined and the preparation of Surfacing Plans. The order of topic discussion
of this part corresponds closely to the order of occurrence of the activities required in the process
of plan preparation. The chapters in Part B discuss General Instructions, Drafting, Grading, and
Surfacing. Part C provides the technical information and procedures required for the design of
culverts, median drains, channels, and erosion protection, which are necessary for the control of
highway surface waters.
Volume II, Coordinating Section, covers subjects ranging from KDOT policy regarding
employee conduct toward the general public; safety issues related to handling tools and the problems common to the outdoor work environment (exposure to the elements, insects, snakes, poison
ivy, etc.); general surveys; and horizontal control surveys.
Volume III, Bridge Section, provides general guidelines, including detailed procedures and
instructions, for the design and preparation of bridge plans and specifications. The topics intro-
Volume III US (LRFD)

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duced in this volume include plans for Preliminary Design; Analysis and Design; Bridge Load
Rating; and Falsework Design, Analysis, and Inspection.
Volume IV, Bureau of Right of Way, offers KDOT procedures and policy for acquisition of
properties, whether by purchase, condemnation, or other forms of possession. This volume shows
example maps, plats, plans, computer programs, descriptions, and surveys to be used as guidance
for personnel in the Bureau of Right of Way.
Over time, KDOT procedures and policies may change as a result of the introduction of new technologies, new findings in research, or the development of new products. As these changes occur,
the KDOT Design Manual will be revised to reflect current conditions and practices.
KDOT is a multi-modal transportation agency, with its primary objective the construction and
maintenance of Kansas highways. The Bureau of Structures and Geotechnical Services plays an
essential role in achieving objective. Nevertheless, it must be recognized the citizens of the state
of Kansas possess ultimate authority over the Department of Transportation.

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U.S. CUSTOMARY - 1/14 REVISIONS

Description
Page #
Kansas permit limits changed .................................................................................................(1-22)

Temperature gap table requirement for Membrane Sealant..................................................(2-14)
Retaining wall height limit defined for serial number requirement..........................................(2-26)
Deck drain collection pipe diameter change............................................................................(8-26)
New grate inlet examples ........................................................................................................(8-30)
Change in overlay type for bridge maintenance projects ......................................................... (9-2)
Structures adjacent to MSE walls: abutment type criteria changed.......................................(11-51)
Details for integral abutments adjacent to MSE walls changed .............................................(11-53)
Decreased the minimum fill height for RCBs ......................................................................(12-38)
Summary of Changes
The LFD and LRFD Bridge Design Manuals have been combined into one manual, this
manual will receive annual updates as required.
A temperature gap table based on the values from table 14.2.1 will be placed on the
Construction Layout Sheet for Membrane Sealants.
KDOT has suspended the use of semi-integral abutments adjacent to MSE walls and provided
additional criteria for the use of integral and free-standing abutments.
The bid item Cased Pile has been added for use with integral abutments in MSE walls.
2 ft. x 2 ft. bridge deck drain examples used by KDOT should be considered for structures
requiring drainage systems. Also the minimum size of the collection pipe has increased in size
from 8 in. to 10 in.
KDOT has phased out the use of Silica Fume Overlays in lieu of Portland Cement Concrete
Overlays for all future maintenance projects.
The minimum fill height for pinned boxes (RCBs) has decreased from 5 ft. to 2 ft..
There are several water related definition edits. See change bars in pages AB-1 through AB-17
for modifications.
Revisions and Development

There have been, and will continue to be, changes in design criteria, specifications and general
notes as the LRFD Design Specification is evaluated for KDOTs continued use. The bridge
design engineer is tasked with remaining current with both AASHTOs LRFD Bridge Design
Specifications (AASHTO) and KDOTs Bridge Design Manual (KBDM). As the KBDM evolved,
any differences between AASHTO and the KBDM have been illustrated. If no information is presented in the KBDM on a particular subject, then AASHTO will govern. Updates to the KBDM
occur annually based on KDOT staff meetings, specification changes or policy revisions. Major
policy changes occurring throughout the year are announced by various means, and posted on
Bridge News which is accessible through KDOTs KART system (http://kart.ksdot.org/).

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ABBREVIATIONS AND TERMINOLOGY

The following abbreviations and terminology may be used in this volume and subsequent
volumes. The numbers in brackets are the Section numbers where the subject may be found in the
Bridge Manual.
AADT
AASHTO
Average Annual Daily Traffic.

American Association of State Highway and Transportation
Officials.
ABUTMENT
Supports at the end of the bridge used to retain the approach

embankment & carry the vertical & horizontal loads from the
superstructure.
ACI
American Concrete Institute.
AADT
Average Daily Traffic. The average 24-hour volume of traffic,

being the total during a stated period divided by the number of days
in a period. Unless otherwise stated, the period is a year.
ADTT
Average Daily Truck Traffic.
AHW
Allowable High Water. The maximum elevation to which water

may be ponded upstream of a culvert or structure as specified by
law or design. See 2.3.3.1 General Requirements
ANSI
American National Standards Institute.
APRON
The paved area between wingwalls at the end of a culvert. See
AISC
American Institute of Steel Construction.
AREMA
American Railway Engineering and Maintenance of Way

Association.
ASTM
American Society for Testing Materials.
AWS
American Welding Society.
BACKWATER
An unnaturally high stage in a stream caused by obstruction of

flow, as by a dam, a levee, or a bridge opening. Its measure is the
excess of natural over unnatural stage. A back up of water due to a

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restriction. [Figure 2.3.4-1 Longitudinal Section Along Centerline

Roadway ]
BAR CHAIR
BASE FLOOD
A device used to support horizontal reinforcing bars above the base

of the form before the concrete is poured.
The flood having a 1- percent chance of being exceeded in any
given year
BASE SHEETS
Drawings used by the Bridge Office which can be inserted into a set
of plans with minor modifications.
BATTER PILE
A pile which is purposely driven at an angle with vertical.
BEARINGS
BEARING
STIFFENER
Device to transfer girder reactions without overstressing the

supports, insuring the bridge functions as intended.
A stiffener used at points of support on a steel beam to transmit
the load from the top of the beam to the support point.
See 6.4.2Transverse Stiffeners .
BENCH MARK
A relatively permanent material object bearing a marked point

whose elevation above or below an adopted datum is known.
BLOCKING
DIAGRAM
A diagram which shows the distance from a horizontal line

to all control points on a girder as it will be during
erection.
BRASS
Bridge Rating and Analysis of Structural Systems.
BRIDGE
A structure having a length of more than 20 feet from face to face

of abutments or end bents, measured along the roadway centerline.
BRIDGE
APPROACH
Includes the embankment materials and surface pavements which

provide the transition between bridges and roadways. See 2.1.4
Bridge Approaches
BRIDGE LOG
A listing of all the bridges on the State System and City Connecting
Links in Kansas. Basic information on each bridge is given.
A listing of pertinent information on bridges located on the State
System. Information includes bridge location, structural data,
inspection and appraisal data, roadway information, feature
crossed, repair projects and Sufficiency and Load Rating.
BRIDGE DISPLAY PROGRAM

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BRIDGE PACKET
Bridge maintenance packets located in the Bridge Management

Section. A packet is kept for every bridge on the system. There are
two types of maintenance packets, Regular and Special Inspection.
See
BROMS
"Bridge Office Management System" - An Oracle database to

assist the Bridge Office in the management of information about
structures in various stages of design and construction. The system
allows managers in the Bridge Office a view of information
pertaining to proposed structures, current structure inventory,
projects, and lettings in one convenient interface.
BUTT SPLICE
A splice where the ends of two adjoining pieces of metal in the

same plane are fastened together by welding.
CAISSON
A watertight box of wood or steel sheeting; or a cylinder of steel

and concrete, used for the purpose of making an excavation.
Caissons may be either open (open to free air) or pneumatic (under
compressed air).
CAMBER
A slight curvature built into a structural member, to allow for

deflection and/or curvature.
CAPWAP
Case Pile Wave Analysis Program. See 10.6.10 Pile Driving

Analyzer
CAUSEWAY
A raised road across wet or marshy ground or across water.
CE
Categorical Exclusions. See
CFR
Code of Federal Regulations. See
CHANGE ORDER
A written order issued by the Engineer to the Contractor, and signed

by both, which sets forth necessary or desirable changes in the
contract including, but not limited to, extra work, increases or
decreases in contract quantities, the basis of payment, contract time
adjustments and other additions or alterations to the contract. A
change order signed by the Contractor indicates his agreement
therewith.
CLASS I
EXCAVATION
Class I Excavation includes all material of whatever nature, except

water, found above the Excavation Boundary Plane, regardless of
water level during construction.

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CLASS II
EXCAVATION
CLASS III
EXCAVATION
Design Manual
Class II Excavation includes the entire volume of whatever

nature found below the Excavation Boundary Plane, within the
limits specified for measurement.
Class III Excavation applies to excavation for bridges not classified

as Class I or Class II Excavation, and to excavation for retaining
walls, and such other miscellaneous structures for which the plans
and contract specifically list an item of Class III Excavation.
C-I-P
Cast-in-Place
CMS
Construction Management System. See
COFFERDAM
A barrier built in the water so as to form an enclosure from which

the water is pumped to permit free access to the area within.
COMPOSITE
SECTION
Two sections made of the same or different materials connected

together to act as one integral section; such as a concrete slab on a
steel or prestressed girder.
COMPRESSION
SEALS
A preformed, compartmented, elastomeric (neoprene) device which

is capable of constantly maintaining a compressive force against
the joint interfaces in which it is inserted. S
CONSTRUCTION
JOINT
A joint made necessary by a prolonged interruption in the

placing of concrete.
CONTRACT
The written agreement covering the performance of the work, the

furnishing of labor and materials and fulfilling other obligations, by
which the contractor is bound and by which the State is obligated to
compensate him at the mutually established and accepted rate or
price.
CONTRACTION
JOINT
A keyed joint in concrete which does not provide for expansion.
CPMS
CREEP
Comprehensive Program Management System.

Time dependent elastic deformation of concrete or steel resulting
solely from the presence of stress and a function thereof.
CROSS FRAMES

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Bracing used between stringers and girders to hold them in place

and stiffen the structure.
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CROWN GRADE
A Profile Grade which is located at the crown of the road crosssection.
CULVERT
A structure which provides an opening under the roadway but

which does not meet the classification of a bridge, with a clear
opening of 20 feet or less measured along the center of the roadway.
CULVERT DISPLAY PROGRAM
A listing of pertinent information on "10 to 20 Structures",

(Formerly known as '500' Series Box Culverts) located on the State
System.
CURB
A barrier less than 1-0" in height.
DEADMAN
A concrete mass, buried in the earth behind a structure, used as an

anchor for a rod or cable to resist horizontal forces which acts on
the structure.
DE-BONDED
STRANDS
DECK
STRUCTURE
Undraped strands in a prestressed concrete girder which are

coated to prevent their forming a bond with surrounding concrete.
This is usually done to reduce stress in the ends of a prestressed
girder.
A structure which has its floor resting on top of all the main stress
carrying members.
DEFLECTION
JOINT
A joint placed in the parapets of bridges to prevent cracking

of the parapet due to deflection of the superstructures.
DEIS
Draft Environmental Impact Statement.
DESIGN CHECKER -
An engineer who does an independent design and detail check of a

structure design completed by another designer. The design checker
is held accountable for errors or omissions in the plans.
DESIGNER
DOA
A graduate in engineering having a Fundamentals Certificate or a

Professional Engineering license. In the Bridge Office, the design
engineer duties include hydrology and hydraulic analysis, structural
analysis, and plan preparation.
Department of the Army
DWR
Kansas Department of Agriculture, Division of Water Resources
DRAPED
STRANDS
Strand pattern for prestressing strands, where strands are

draped at the ends of the girder to decrease the stress where the
moment is small.

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DRIFT PIN
A metal pin, tapered at both ends, used to draw members of a steel

structure together by being driven through the corresponding bolt
holes.
DRIP GROOVE
A groove cut into the underside of a projecting sill or coping to

prevent water from following around the projection and reaching
the face of the wall.
DUMMY JOINT
A chamfer in the surface of a concrete structure which resembles a

joint but does not go all the way through. It provides a plane of
weakness, and is used so when cracks occur will be in a straight
line.
EPOXY COATED
Refers to bar steel reinforcement coated with a powdered epoxy

resin, to prevent corrosion of the bar steel.
Elastic Modulus
EA
Environmental Assessment.
ENR
Engineering News Record.
EWS
End of Wearing Surface
EXCAVATION
BOUNDARY
PLANE
A horizontal plane at a given elevation denoting the boundary

between Class I and Class II Excavation located 1.5 feet above
Ordinary High Water.
[Attachment 2.3.4-2. Hydraulic Data for Open Span Bridges ]
EXPANSION
BEARINGS
EXPANSION
DEVICE
EXPANSION
JOINTS
Bearings which allow longitudinal movement of the

superstructure relative to the substructure. See
A device placed at expansion points in bridge superstructures
to carry the vertical bridge loads while allowing longitudinal
movement.
A keyed joint in concrete which allows expansion due to
temperature changes, thereby preventing damage to the slabs.
FBFM
Flood Boundary and Floodway Map.
FEIS
Final Environmental Impact Statement.
FEMA
Federal Emergency Management Agency.

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FENL-H
Frequency-Equivalent Non-Linear Hydrograph. A method of

computing flood frequency and peak flow.
FHBM
Flood Hazard Boundary Map. An older type of FEMA flood map

no longer produced.
FHPM
Federal Highway Program Manual.
FHWA
Federal Highway Administration.
FILLER
PLATE
A steel plate or shim used for filling in space between

compression members. See
FIRM
Flood Insurance Rate Map.
FIS
Flood Insurance Study.
500 SERIES
The definition has been changed to 10 to 20 Structures". A

structure with a total width which is 10 feet or greater (measured
perpendicular to the centerline of box) up to a width which is less
than 20 feet (measured along the centerline of roadway).
10 to 20 STRUCTURES - Formerly known as 500 Series Box Culvert. A structure with a

total width which is 10 feet or greater (measured perpendicular to
the centerline of box) up to a width which is less than 20 feet
(measured along the centerline of roadway).
FIXED
BEARINGS
Bearings which do not provide for longitudinal movement of

the superstructure relative to the substructure.
FLAT SLAB
A reinforced concrete superstructure which has a uniform depth

throughout.
FLOOD
FLOOR BEAM
A rising and overflowing of a body of water especially onto

normally dry land.
A transverse structural member extending from truss to truss or
from girder to girder across the bridge.
FONSI
Finding of No Significant Impact. See
FORM 310
FORM 883
Highway Permit Agreement - Attachments to Bridges and Other

Structures.
Construction Project Authorization.

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FRACTURE CRITICAL MEMBERS
Members of a bridge where a single fracture in a member can

lead to collapse. See
Shear Modulus. See ( See 14 Joints and Bearings)
GEOTEXTILES
GIRDER
Sheets of woven or non-woven synthetic polymers or nylon used

for drainage and soil stabilization.
Main longitudinal stress carrying member in a structure.
GRADE
SEPARATION
A crossing to two highways, or a highway and a railroad, at

different levels.
GRINDING
Texturing of a cured bridge deck by transverse grooving using a

machine with diamond blades mounted on a multi-blade arbor.
GROOVING
Texturing of a bridge deck by transverse grooving with a finned

float or a vibratory finned float having a single row of fins.
HAC
Hydraulic Assessment Checklist. [Attach. 2.3.12-2]
HAMMERHEAD
PIER
A pier which has only one column with a cantilever cap and is
somewhat similar to the shape of a hammer.
HANGER PLATE
A steel plate which connects the pins at hinge points thus

transmitting the load through the hinge.
HAUNCH
An increase in depth of a structural member usually at points of

intermediate support.
HAUNCHED SLAB -
A reinforced concrete superstructure which is haunched at the

intermediate supports.
HEC-2
Corps of Engineers computer model for water surface profiles.
HEC-18
Hydraulic Engineering Circular No. 18 - Evaluating Scour at

Bridges.
HEC-20
Hydraulic Engineering Circular No. 20 - Stream Stability at

Highway Structures.
HEC-23
Hydraulic Engineering Circular No. 23 - Bridge Scour and Stream

Instability Countermeasures

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HINGE
Design Manual
A device used to hold the ends of two adjoining girders together,

but allowing for longitudinal movement of the superstructure.
HINGED BEARING -
At hinge location along a beam, where forces from supported

member are transferred to supporting member by a bearing.
A device used in the manufacture of prestressed beams to
restrain the harped prestressing strands. See
A steel plate girder with the web steel having a lesser yield strength
than the steel in one or both flanges.
HOLDDOWN
DEVICE
HYBRID GIRDER
HW
High Water
INLET CONTROL
INTEGRAL
ABUTMENT
The case where the discharge capacity of a culvert is controlled at

the culvert entrance by the depth of headwater and the entrance
geometry, including barrel shape, cross sectional area, and inlet
edge.
Abutments monolithic with the superstructure thus
eliminating the deck joint. This is normally accomplished by
encasing the girders into the abutment backwall. See 11.2
Abutments
INTERMEDIATE
STIFFENER
A vertical transverse steel member used to stiffen the webs of

plate girders between points of supports.
KDA
Kansas Department of Agriculture
KDHE
Kansas Department of Health and Environment.
LAMINATED
ELASTOMERIC
BEARING
A bearing device constructed from elastomer layers restrained

at their interfaces by integrally bonded steel reinforcement. Its
purpose is to transmit loads & accommodate movements between a
bridge & its supporting structure.
LATERAL
BRACING
Bracing placed in a horizontal plane between steel girders near

the bottom and/or top flanges. See
LEADS
The vertical members of a pile driver which steady the hammer and
pile during the driving.
LFD
Load Factor Design. (Also known as Strength Design).

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LIQUID
PENETRANT
INSPECTION
Nondestructive inspection process for testing for discontinuities

which are open to the surface, by using a liquid dye.
LONGITUDINAL
STIFFENER
A longitudinal steel plate (parallel to girder flanges) used to

stiffen the webs of welded plate girders.
LOW RELAXATION
STRANDS
Are prestressing tendons which are manufactured by subjecting

the strands to heat treatment and tensioning causing a permanent
elongation. This increases the strand yield strength and reduces
strand relaxation under constant tensile stress.
Load and Resistance Factor Design.
LRFD
MAG PARTICLE
INSPECTION
Nondestructive inspection process for testing for the location of

surface cracks or surface discontinuities, by applying dry magnetic
particles to a weld area or surface area which have been suitably
magnetized.
MODULAR EXP.
JOINTS
Are multiple, watertight units used on structures requiring

expansion movements greater than 4 inches.
MSE
Mechanically Stabilized Earth.
MUD SILL
A timber platform laid on earth as a support for vertical members or

bridge falsework.
NCHRP
National Cooperative Highway Research Program.
NEGATIVE
MOMENT
The moment causing tension in the top fibers and compression

in the bottom fibers of a structural member.
NEGATIVE
REINFORCEMENT
Reinforcement placed in concrete to resist negative bending

moments.
NEPA
NEW
National Environmental Policy Act. See

New alignment no previous structure in that location.
NHI
NHS
National Highway Institute.

National Highway System

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NON-REDUNDANT STRUCTURE
NRCS
Design Manual
Type of structure with single load path, where a single fracture

in a member can lead to the collapse of the structure.
-
Nartural Rescources Conservation Service. Fomerly called Soil

Conservation Service (SCS)
ORDINARY HIGH WATER-The ordinary high water is the line on the shore established by the
fluctuation of water and indicated by physical characteristics such as
a clear, natural line impressed on the bank, shelving, changes in the
character of soil, destruction of terrestrial vegetation, the presence
of litter and debris, or other appropriate means that consider the
characteristics of the surrounding area. Ordinary high water will
normally be established by a field survey of the site. Where ordinary
high water is not determined by survey of the physical
characteristics, it may be established by use of the Alternate
Procedure.
Taken from Elements of Drainage & Culvert Design, Road Section Design Manual, Volume I
(Part C). Kansas Department of Transportation. May 2011 Edition.
OUTLET
CONTROL
The case where the discharge capacity of a culvert is controlled

by the elevation of the tailwater in the outlet channel and the slope,
roughness, and length of the culvert barrel, in addition to the cross
sectional area and inlet geometrics.
PS&E
Literally Plans, Specifications, and Estimates. Usually it refers to

the time when the plans, specifications, and estimates on a project
have been completed. The project then goes from the preliminary
engineering phase to the construction phase.
PARAPET
A masonry barrier, greater than 1-0" in height, designed and placed

to guard traffic from falling over the edge of a bridge, or in some
cases, from crossing lanes of traffic traveling in opposite directions.
PCI
Precast/Prestressed Concrete Institute.
PDA
Pile Driving Analyzer. See 10.6.10 Pile Driving Analyzer
PE
Professional Engineer.
PIER
Intermediate substructure unit of a bridge. See 11.5 Pier

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PILE
A long, slender piece of wood, concrete, or metal to be driven or

jetted into the earth or river bed to serve as a support or
fortification. See 10.6 Piling
PILE BENT
PILE CAP
POSITIVE
MOMENT
A pier where the piles are extended to the pier cap to support the
structure. See 11.5.2 Pile Bent Piers
A slab, usually of reinforced concrete, covering the tops of a group
of piles for the purpose of tying them together and transmitting to
them as a group the load of the structure which they are to carry.
In a girder the moment causing compression in the top flange
and tension in the bottom flange.
POSTTENSIONED
Method of prestressing in which the tendon is tensioned after

the concrete has cured.
PRESTRESS
CAMBER
The deflection in prestressed girders (usually upward) due

to the application of the prestressing force.
PRESTRESSED
CONCRETE
Concrete in which there have been introduced internal stresses

of such magnitude and distribution, stresses resulting from given
external loadings are counteracted to a desired degree. In
reinforced-concrete members the prestressing is commonly
introduced by tensioning the steel reinforcement.
PRETENSIONED
A method of prestressing in which the strands are tensioned before

the concrete is placed.
PROFILE GRADE
The road grade along a consistently defined point on the road crosssection.
PROJECT
SPECIAL
PROVISIONS
Project special provisions are supplementary provisions,

additions or revisions to the standard specifications
which may cover conditions peculiar to an individual project.
PVC
Polyvinyl Chloride Pipe.
Q 500,Q100, Qn

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Inverse probability of exceeding that event in any given year.

Example: Q100 has a 1.0 percent chance annually
1 - = 0.01 = 1.0percent
P ( Q n ) = 1--- P ( Q 100 ) = -------n
100
See recurrence interval for additional information.
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RADIOGRAPHIC
INSPECTION
Design Manual
Nondestructive inspection process where gamma rays or X rays

pass thru the object & cast an image of the internal structure onto a
sheet of film as the result of density changes.
RCB
Reinforced Concrete Box. See 12.1.1 Definitions
RECURRENCE INTERVAL - (1) The average time interval between floods that equal or exceed
OR RETURN PERIOD
a specified magnitude, or (2) the reciprocal of the probability that
a flood of a specified magnitude will occur in any given year.
The first definition, the partial duration series, is used for rainfall
depth-duration-frequency estimates such as those published in the
NWS rainfall
frequency atlases and the KDOT Rainfall Tables
for Counties in Kansas.
The second definition, the annual exceed an ce probability interval.
is used for flood discharge-frequency applications. The two
definitions are essentially equivalent for recurrence intervals of 10
years or greater.
REDUNDANT
STRUCTURE
Type of structure with multi-load paths where a single fracture

in a member cannot lead to the collapse of the structure.
REGULATED
FLOODWAY
A floodway adjacent to "navigable waters of the US" under the

authority of the Corps of Engineers or a floodway which have been
defined by FEMA for flood insurance purposes and which the local
public agency has adopted the floodplain zoning regulations of
FEMA.
REHABILITATION
Improvement of structure, if "one" element remains then it is

a rehabilitation.
REPAIR
Bring Back to orignal condition.
RFB
REPLACEMENT
Rigid Frame Box.

All elements are replaced in the same traffic corridor.
RIPRAP
A facing of stone used to prevent erosion. It is usually dumped into

place, but is occasionally placed by hand.
RMS
Root Mean Square.

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ROLLED GIRDER
STRUCTURE
A structure which has a rolled steel beam as the main stress

carrying member. See
R/W
SBO
Right of Way
State Bridge Office
SHEAR
CONNECTOR
A connector (7/8 inch diam. Stud) used to join cast-in-place

concrete to a steel section and to resist the shear at the connection.
SHEET PILE
A pile made of flat or arched cross section to be driven into the

ground and meshed or interlocked with like members to form a
wall, or bulkhead.
SHRINKAGE
Contraction of concrete due to drying and chemical changes,

dependent on time.
SHRP
Strategic Highway Research Program.
SKEW OR SKEW
ANGLE
The acute angle formed by the intersection of a line normal to

the centerline of the roadway with a line parallel to the face of the
abutments or piers, or in the case of culverts with the centerline of
the culverts. A right skew means the acute angle is measured in a
clockwise direction. Conversely, a left skew is measured in a
counter-clockwise direction.
SILICA FUME
OVERLAY (SFO)
A 1" wearing course of silica fume modified portland

cement concrete placed on the prepared surface of reinforced
concrete bridge decks. See
SLD
Service Load Design (Also known as Allowable Stress Design)
SPECIAL
PROVISIONS
Special provisions are supplementary provisions,

additions or revisions to the standard specifications.
SPECIFICATIONS (CONSTRUCTION)
The body of directions, provisions, and requirements, together

with written agreements and all documents of any description,
made or to be made, pertaining to the method or manner of
performing the work, the quantities, and the quality of materials to
be furnished under the contract.
SPECIFICATIONS
(DESIGN)
AASHTOs Bridge Design Specifications along with

AASHTOs Guide Specifications.

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SPREAD FOOTING -
A footing supported directly by rock. See 10.2.1 Spread Footings
SPUR DIKE
(or GUIDE BANK)
A wall or mound built or extended out from the upstream side

of an abutment used for training the stream flow to prevent erosion
of stream bank. May also be used where there is no bridge, but the
stream flows along the side of highway embankment. See 2.3.10
Guide Banks
SRO
Side Road Over
SSPC
Steel Structures Painting Council
STAINLESS STEEL TEFLON BEARINGS
Incorporates stainless steel and teflon to provide the necessary

expansion movement.
STANDARD
SHEETS
Standard drawings approved by the FHWA for use in KDOT

plans. These include sheets from Bridge (BR), Road (RD), Traffic
Engineering (TE), Signing and Lighting (SL), and Landscape (LS).
STRESS
RELIEVED
STRANDS
Are prestressing tendons which are manufactured by relieving

the high residual stresses introduced into the steel
during the wire drawing and stranding operations. Stress relieving
is not a heat treatment and does not change the strand yield
strength.
STIRRUP
Vertical U-shaped or rectangular shaped bars placed in concrete

beams to resist the shearing stresses in the beam.
STRIP SEAL
JOINT
Are molded neoprene glands inserted & mechanically locked

between armored interfaces of extruded steel sections.
SUBSTRUCTURE
The part of the structure below the bridge seats or below the tops of
the caps of piling.
SUPER-
That part of the structure above the bridge seats or above the
STRUCTURE
SUPPLEMENTAL
SPECIFICATIONS

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tops of the caps of piling including the flooring.

Specifications adopted subsequent to the publication of the
standard specifications. They generally involve new construction
items or substantial changes in the specifications. Supplemental
specifications prevail over those published whenever in conflict
therewith.
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SURCHARGE
A load which causes thrust on a retaining wall, other than backfill

to the level of the top of the wall.
TCLP
Toxicity Characteristic Leaching Procedure - Paint with lead

mg
content less than 5 --------- is not considered Lead Based Paint.
liter
TECH 11
Magnitude and Frequency of Floods in Kansas - Unregulated

Streams, Technical Report No. 11, Kansas Water Resources Board,
February, 1975. See
TECH 40
Rainfall Frequency Atlas of the United States, Technical Paper No.

40, U.S. Department of Commerce, Washington D.C., May 1961.
TO
Top of Waterway Opening. Often called "low chord."
THALWEG
The line extending down a channel which follows the lowest

elevation of the bed.
TFE (or PTFE)
Polytetrafluoroethylene (also known as Teflon). A material used as

a sliding surface for bridge bearings.
TRB
Transportation Research Board.
TENDON
A name for prestressed reinforcing element whether wires, bars, or

strands.
TINING
Is used on finished concrete deck or slab surfaces to provide

friction and reduce hydroplaning.
THROUGH
STRUCTURE
A structure which has its floor connected to the lower portion of

the main stress-carrying members, so the bracing goes over the
traffic. A structure whose main supporting members project above
the deck or surface.
TRANSFER
STRESSES
In pretensioned prestressed concrete members the stresses which

take place at the release of prestress from the bulkheads.
ULTRASONIC
INSPECTION
A non-destructive inspection process where by an ultra-high

frequency sound wave induced into a material is picked up in
reflection from an interface or boundary.

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UPLIFT
USACE
A force tending to raise a structure or part of a structure and usually

caused by wind and/or eccentric loads, or the passage of live-load
over the structure.
U.S. Army Corps of Engineers See 1.4 PROJECT PERMITS
USGS
United States Geological Survey
WEARING
SURFACE
The top layer of a pavement designed to provide structural

values and a surface resistant to traffic abrasion.
WEAP
Wave Evaluation Analysis of Piles. See 10.6.9 Estimating Pile

Capacity
WEEP HOLE
A drain hole through a wall to prevent the building up of hydraulic

pressure behind the wall.
WEIR
A dam across a stream for diverting or measuring the flow.
WELD
INSPECTION
Covers the process, written procedure, the welding in process.

Post weld heat maintenance if required, post weld visual inspection
and non-destructive testing as specified in contract & Standard
Specs.
WELDED WIRE
FABRIC
A two-way reinforcement system, fabricated from cold-drawn

steel wire, having parallel longitudinal wires welded at regular
intervals to parallel transverse wires.
WINGWALL
A wall attached to the abutments of bridges or box culverts

retaining the backfill of the roadway. See
WSE
Water Surface Elevation.
WSPRO
Water Surface Profile computer program created by FHWA. See

2.3.7 Water Surface Analysis .

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REFERENCES
The following pages contain a list of manuals, specifications and codes used by the KDOT Bridge Office in the
design of structures.
Annual Interim Specifications are generally used by the States after their adoption by the Subcommittee. Orders for
these annual Interim Specifications may be placed by visiting our web site, bookstore.transportation.org; calling the
AASHTO Publication Sales Office toll free (within the U.S. and Canada), 1-800-231-3475; or mailing to P.O. Box
96716, Washington, DC 20906-6716. A free copy of the current publication catalog can be downloaded from our
website or requested from the Publications Sales Office.
Attention is directed to the following publications prepared and published by the Subcommittee on Bridges and
Structures:
AASHTO LRFD Bridge Design Specifications 6th Edition, 2012
AASHTO Guide for Commonly Recognized (CoRe) Structural Elements. 1998.
AASHTO Guide Specifications for Horizontally Curved Steel Girder Highway Bridges with Design Examples for I-Girder and Box-Girder Bridges. 2003.
AASHTO Guide SpecificationsThermal Effects in Concrete Bridge Superstructures. 1989.
AASHTO LRFD Bridge Construction. 1998.
AASHTO LRFD Movable Highway Bridge Design. 2004.
Bridge Data Exchange (BDX) Technical Data Guide. 1995.
Bridge Welding Code: AASHTO/AWS-D1.5M/D1.5: 2002, an American National Standard. 2002.
Construction Handbook for Bridge Temporary Works. 1995.
Guide Design Specifications for Bridge Temporary Works. 1995.
Guide for Painting Steel Structures. 1997.
Guide Manual for Condition Evaluation and Load and Resistance Factor Rating (LRFR) of Highway
Bridges. 2003.
Guide Specifications and Commentary for Vessel Collision Design of Highway Bridges. 1991.
Guide Specifications for Alternate Load Factor Design Procedures for Steel Beam Bridges Using Braced
Compact Sections. 1991.
Guide Specifications for Aluminum Highway Bridges. 1991.
Guide Specifications for Bridge Railings. 1989.
Guide Specifications for Design and Construction of Segmental Concrete Bridges. 1999.
Guide Specifications for Design of Pedestrian Bridges. 1997.
Guide Specifications for Fatigue Evaluation of Existing Steel Bridges. 1990.
Guide Specifications for Highway Bridge Fabrication with HPS070W Steel. 2000.
Guide Specifications for Seismic Isolation Design. 1999.
Guide Specifications for Strength Design of Truss Bridges (Load Factor Design). 1986.
Guide Specifications for Strength Evaluation of Existing Steel and Concrete Bridges. 1989.
Guide Specifications for Structural Design of Sound Barriers. 1989.
Guide Specifications for the Design of Stress-Laminated Wood Decks. 1991.
Guidelines for Bridge Management Systems. 1993.
Manual for Condition Evaluation of Bridges. 2000.
Movable Bridge Inspection, Evaluation and Maintenance Manual. 1998.
Standard Specifications for Movable Highway Bridges. 1988.
Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals. 2001.
Additional bridges and structures publications prepared and published by other AASHTO committees and
task forces are as follows:
Guide Specifications for Cathodic Protection of Concrete Bridge Decks. 1994.
Guide Specifications for Polymer Concrete Bridge Deck Overlays. 1995.
Guide Specifications for Shotcrete Repair of Highway Bridges. 1998.
Inspector's Guide for Shotcrete Repair of Bridges. 1999.
Manual for Corrosion Protection of Concrete Components in Bridges. 1992.

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Two Parts: Guide Specifications for Concrete Overlay Pavements and Bridge Decks. 1990.
AASHTO Maintenance Manual: The Maintenance and Management of Roadways and Bridges. 1999.
The following bridges and structures titles are the result of the AASHTO-NSBA Steel Bridge Collaboration
and are available for free download from the AASHTO web site, bookstore.transportation.org:
Design Drawing Presentation Guidelines. 2003.
Guidelines for Design Constructibility. 2003.
Guide Specification for Coating Systems with Inorganic Zinc-Rich Primer. 2003.
Shop Detail Drawing Presentation Guidelines. 2003.
Shop Detail Drawing Review/Approval Guidelines. 2003.
Steel Bridge Fabrication Guide Specification. 2003.
Steel Bridge Fabrication QC/QA Guide Specification. 2003.

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Abbreviated
Table of Contents
1 INTRODUCTION
2 PRELIMINARY DESIGN
3 LOADS AND LOAD FACTORS
4 ANALYSIS
5 CONCRETE
6 STEEL
8 BRIDGE DECK DRAINAGE
9 DECK SLAB
10 FOUNDATION
11 AUTMENTS, PIERS AND WALLS
12 BURIED STRUCTURES
13 RAILINGS
14 EXPANSION JOINTS AND BRIDGE BEARINGS
15 BRIDGE LOAD RATING
16 FALSEWORK DESIGN, ANALYSIS AND INSPECTION
APPENDIX
Detailed Table of Contents precede each section.
Figures, tables are denoted by their home article number and an extension,
for example Figure 3.2.1-1 is the first figure in section 3.2.1.

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1 INTRODUCTION
Table of Contents
1.0 Purpose and Scope ..................................................................................................................1
1.1 LRFD Development ................................................................................................................2
1.1.1 Calibration .............................................................................................................3

1.1.2 Software Requirements .......................................................................................................4
1.2 LEGAL REQUIREMENTS ...................................................................................................5
1.2.1 K.S.A. 68-1101 Definitions; concrete overflow bridge or ford as a bridge. .........5
1.2.2 K.S.A. 68-1108 Standard specifications. ..............................................................5
1.2.3 K.S.A. 68-1109 Roadway and grade of bridges and culverts on county and township roads and on highways over railroad tracks. .........................................6
1.2.4 K.S.A. 68-1111 Approval of plans by county engineer or state engineer. ............6
1.2.5 Approval of Plans by Federal Highway Administration .......................................6
1.2.5.1 Section 1805. Use of Debris from Demolished Bridge and Overpasses................... 8
1.2.5.2 Overdimensional Load Information ..........................................................................9
1.2.6 Railroad Agreement ............................................................................................11

1.2.7 Railroad Bridge Over State Route .......................................................................17
1.3 STANDARD SPECIFICATIONS .......................................................................................17
1.4 PROJECT PERMITS ...........................................................................................................17
1.5 NATIONAL BRIDGE INVENTORY (NBI) DEFINITONS ............................................32
1.6 KDOT STRUCTURE DEFINITON CODES .....................................................................33
1.7 Kansas State Bridge Office QC/QA Proceedure ................................................................35
List of Attachments
Attachment 1.2.6-1 Overhead Submittal Checklist. .....................................................................12
List of Figures
Figure 1.2.6-1 Railroad Protective Liability Insurance ...............................................................16
Figure 1.4-1 BR025a RCB Auxiliary Details (Embedded Structure) .......................................... 25
Figure 1.4-1 Corps of Engineers, Kansas City District ................................................................29
Figure 1.4-2 Divisions and Districts for Regulatory Activities .................................................... 30
Figure 1.6-1 Structure Codes ........................................................................................................33
Figure 1.6-2 AASHTO Denfinition of Bridge Preservation .........................................................34

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1 INTRODUCTION
1.0 Purpose and Scope
The KDOT LRFD Design Manual was developed to provide guidance on design activities for the
various levels of federal aid streets and highways in Kansas, from the Interstate system to local
streets and highways. The layout of the chapters follows the layout of the AASHTO LRFD Bridge
Design Specifications. This layout is intended to highlight and emphasize articles were applicable
within each section and define differences or preferred methods were more than one method is
available.
The purpose of the Bridge Manual is to provide general guidelines, including procedures and
instructions, for the design and preparation of bridge plans and specifications for the Kansas
Department of Transportation (KDOT). While it is the intent for the manual to provide uniformity
in design and define bridge design policy, it does not preclude exceptions and deviations where
justified; however, these are subject to the approval. For an appropriate structure to be selected
for a particular site, a combination of sound engineering principles, experience, and judgment is
required.
The design practices in this Manual have been established primarily for application to short
and medium span bridges and other highway related structures using conventional construction
methods. These practices may not, in some cases, be applicable to long spans, major river crossings or multi-level interchange complexes. For design requirements not described in this Manual,
the designer should refer to the AASHTO LRFD Bridge Design Specifications and Guide Specifications.
Design guidance consists primarily of information on minimum standards to be followed in
design work for the department. General guidance from federal or national
organizations, such as the FHWA or AASHTO, is included in the manual for reference.
These chapters provide a means of conveying the departments experience in the various aspects
of design, with the expectation that this information used together with good judgement
will enable employees, consultants, or other parties doing design work to develop detail plans
with a minimum of effort and indecision. It is intended that the designer, where possible, use
KDOT Bridge Design Standard Drawings, Standard Designs and Base Sheets as starting points
for plan development, this provides the Contractor consistencies and the department with construction efficiencies through repetition and uniformity.
Many of the subjects presented only highlight some of the design criteria and procedures. It is not
intended topic discussions in the manual be all-inclusive; however, the Bridge Designer, the
Design Checker and the Detailer are responsible for a complete analysis and design for a safe,
economical, and maintainable structure. The contents of this manual should not supplant or interfere with individual incentive or the development of new concepts in the design and preparation
of plans for bridges.

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Finally, to reflect the findings in research, new products or changes in design concepts, new or
revised design and detail sheets will be issued for this manual as they are developed.
1.1 LRFD Development

The AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications, which
were developed under NCHRP Project 12-33, were adopted in 1994. LRFD incorporates state-ofthe-art analysis and design methodologies with load and resistance factors based on the known
variability of applied loads and material properties. These load and resistance factors are calibrated from actual bridge statistics to provide a uniform level of safety. By FHWA requirements
all new designs shall conform to LRFD starting in the 2007 with standard designs following in
2010. Currently, all KDOT structural element are being designed using LRFD design criteria.
Up until the early 1970's, Working Stress Design (WSD) was the sole design philosophy in the
Standard Specifications. WSD establishes allowable stresses as a fraction of a given material's
load-carrying capacity, and requires that calculated design stresses not exceed those allowable
stresses. One drawback of WSD is that it is capable of applying only a constant factor of safety
chosen subjectively by the code writers.
Rn
FS = -------Q i
where: FS = Factor of Safety
Rn = Nominal Resistance
Qi = Nominal Load
Beginning in the early 1970's, Load Factor Design (LFD) was introduced into the Specification
that reflected the variable predictability of certain load types. This had the effect of varying the
factors of safety for different types of loading; however, the load factors were still determined
subjectively by the code writers.
where:
R n i Q i
i = Load Factors
LRFD extends the LFD philosophy by considering the variability in the properties of structural
elements in addition to the load variability. In LRFD Design, the load and resistance factors are
chosen by the code writers based upon the theories of probability and reliability. In developing the
design specifications, considerable effort was made to keep the probabilistic aspects transparent
to the designer, and no knowledge of reliability theory is necessary to apply the specifications.
The following two major improvements on the LFD methodology result in this conversion into
probability-based LRFD:

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Limit states (a condition beyond which a structural component ceases to fulfill its intended
function in an acceptable manner) to be considered by the designer are very similar. Some of
these are strength-oriented; typically even more are serviceability-oriented, and
Load and resistance factors (equivalent in concept to those currently specified in the Standard
Specifications) are chosen by the code writers based upon the theories of probability and reliability.
The LRFD method of design accounts for variability in both resistance and load, achieves uniform levels of safety for different limit states and bridge types, and provides a rational and consistent method of design.
R n i i Q i
where:
i = Load Modifier, Article. 1.3.2
i =Resistance Factors, Article. C3.4.1
1.1.1 Calibration
The Service limit States within the LRFD Specifications have not been calibrated and therefore
some design elements, such as foundations design are still in transition. The remainder of the
LRFD Specifications have been calibrated using a reliability index (also called the safety
index) taken as the distance (the number of standard deviations away from the mean) to the overlap of the tails. The overlap, the area bounded by the two curves, is the probability of failure of the
element being designed.
The shift in the load and resistance probabilities to obtain compliance to the Standard Specifications uses a factor equal to 3.5 which equates to a probability of failure of about 1/10,000
bridges. When more is known about the load, as in the case for a overload permit, this probability
based specification can be adjusted by changing the factor to a lesser value, for example,
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may be acceptable. For conditions of where the uncertainty is reduced a factor of 2.5 may be
appropriate.
1.1.2 Software Requirements

Any software package may be used for design, but KDOT requires a current AASHTOWare
Bridge Design electronic model to be submitted with the plans 4 to 6 weeks before office check
for all bridges. The model type should be a Girder System whenever possible. Any LRFD
Specifications not met or Design Ratios < 1.0 must be documented and justified.
Where can I purchase a current version of AASHTOWare Bridge Design?
Purchase directly from AASHTO at http://www.transportation.org/sites/aashtoware/docs/
FY2009%20Non-Member_Forms.pdf , an email from the State Bridge office is required to
get special consultant pricing.
Where can I get a current AASHTOWare Bridge Design material library?
It can be downloaded from KART and imported into AASHTOWare Bridge Design.
What structure types dont require an AASHTOWare Bridge Design model to be submitted?
RFB, RCB, RCSH and XCSH, unless the standards have been altered.

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Structures falling outside AASHTOWare Bridge Design modeling capabilities should follow
these steps to the first workable solution.
AASHTOWare Bridge Design model acceptable workaround.
BRASS model: girder line with distribution factors listed for single and multi lane, include
truck and sections library file.
Other software: provide a STAAD model plus satisfy the rating requirements.
1.2 LEGAL REQUIREMENTS

The following excerpts are from the general provisions of the statutes of the State of Kansas
regarding the legal requirements for bridge design and construction:
1.2.1 K.S.A. 68-1101 Definitions; concrete overflow bridge or ford as a

bridge.
Unless the context clearly indicates otherwise the following words shall have the meanings herein ascribed to them wherever they appear in chapter 68 of the Kansas Statutes
Annotated, and acts amendatory thereof or supplemental thereto:
(1) The word bridge shall mean a structure having a clear span of more than twenty (20)
feet, measured along the centerline of the road between the inside faces of end supports,
and multiple-span structures where the sum of the individual clear spans plus the aggregate width of the intermediate support or supports is in excess of twenty (20) feet;
(2) The word culvert shall mean any waterway structure not defined as a bridge;
(3) The word subway shall mean a clear opening for public highway travel under a bridge
or trestlework;
(4) The word structure shall mean either a bridge, a culvert or a subway.
For the purposes of this chapter, a concrete overflow bridge or ford, forty (40) feet or
more in length, shall be considered a bridge, and may be constructed and maintained in
accordance with the laws relating to the construction and maintenance of bridges; and
any concrete overflow bridge or ford less than forty (40) feet in length shall be considered
a culvert and may be constructed and maintained in the manner provided by law for the
construction and maintenance of culverts.
1.2.2 K.S.A. 68-1108 Standard specifications.

That standard specifications for all bridges, culverts and railroad overhead crossings and
subways shall be furnished without cost to the counties, townships and railroad companies by the secretary of transportation, and all work shall be done in accordance therewith.

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1.2.3 K.S.A. 68-1109 Roadway and grade of bridges and culverts on

county and township roads and on highways over railroad
tracks.
(a) Except as otherwise provided, all bridges constructed on county major collector roads or
highways and on county minor collector roads or highways shall have a clear roadway of
not less than 24 feet. Except as otherwise provided, bridges constructed on township and
local service roads and highways shall have a clear roadway of not less than 20 feet. A
bridge over 100 feet in length constructed on a county major collector road or highway or
on a county minor collector road or highway may have a clear roadway of less than 24
feet, if approved by the county engineer, and a bridge over 100 feet in length constructed
on a township or local service road or highway may have a clear roadway of less than 20
feet when approved by the county engineer.
(b) All culverts constructed on county major collector roads or highways or on county minor
collector roads or highways shall have a clear roadway of not less than 24 feet. The roadway of any bridge constructed on any public road or highway over the tracks of any railroad shall not be less than 24 feet wide for any county major collector road or highway or
county minor collector road or highway and not less than 20 feet wide for any township or
local service road or highway.
1.2.4 K.S.A. 68-1111 Approval of plans by county engineer or state

engineer.
All plans for the construction or repair of highway bridges and culverts, the estimated
cost of which does not exceed the sum of $200,000, shall be submitted to the county
engineer for approval. If the estimated cost thereof exceeds the sum of $200,000, such
plans and estimates, before final adoption, shall be submitted to the state transportation
engineer for approval.
The state transportation engineer shall examine and return the same with the engineer's
approval or with such changes and modifications as the engineer may require noted
thereon, with the reasons therefor. The plans shall be changed to conform to the requirements of the state transportation engineer, and shall be adopted by the board of county
commissioners and all work done in accordance therewith. No contract shall be legal and
binding on the county unless the plans and estimates of cost have been approved by the
county engineer or the state Transportation engineer, as provided in this section. All estimates for bridges and culverts shall be made separately from the dirt approaches
thereto. On low-water bridges with roadways 18 feet or more in width no guardrail shall
be required unless the county board deems it necessary.
1.2.5 Approval of Plans by Federal Highway Administration

All Federal-Aid projects which are: 1) not on the Interstate, 2) 3R projects on the Interstate, and 3)
new/reconstruction projects on the Interstate with a cost less than $1 million are "Exempt Oversight" with the exception of certain research and planning projects require FHWA Oversight.

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The exemption process removes FHWA from oversight of design activities, PS&E approval and
concurrence in award and construction activities. On NHS projects, Federal requirements apply to
these activities and are to be followed (documentation of design exceptions, materials requirements, approval of change orders, etc.) although specific FHWA review, approval or concurrence
as appropriate is not required. As stipulated in 23 USC 109, Standards, on non-NHS projects, the
KDOT will follow State laws and procedures as they would for State funded only projects.
Bridge projects are administered in accordance with the current edition of the Bureau of Local
Projects Project Development Manual for Non-National Highway System Local Government
Road and Street Projects.
The FHWA Headquarters Bridge Division is responsible for the approval of preliminary plans for
unusual bridges and structures on the Interstate System.
Unusual bridges include those the FHWA Divisions determine have: (1) difficult or unique foundation problems, (2) new or complex designs with unique operational or design features, (3)
bridges with exceptionally long spans, or (4) bridges being designed with procedures which
depart from currently recognized acceptable practices. Examples of unusual bridges include
cable-stayed, suspension, arch, segmental concrete, movable, or truss bridges. Other examples are
bridge types which deviate from the AASHTO bridge design standards, or AASHTO guide specifications for highway bridges; major bridges using load and resistance factor design specifications; bridges requiring abnormal dynamic analysis for seismic design; bridges designed using a
three-dimensional computer analysis; bridges with spans exceeding 500 feet; and bridges with
major supporting elements of "ultra" high strength concrete or steel.
Unusual structures include tunnels, geotechnical structures featuring new or complex wall systems or ground improvement systems, and hydraulic structures involving complex stream stability countermeasures, or designs or design techniques are atypical or unique.
If FHWA approval is required, they should be involved as early as possible in the project development.
Preliminary documents submitted to FHWA Headquarters should include the preliminary design
plans and supporting data along with the Kansas FHWA Divisions review comments and recommendations. Supporting information should include bridge/structures related environmental concerns and suggested mitigation measures, studies of bridge types and span arrangements,
approach bridge span layout plans and profile sheets, controlling vertical and horizontal clearance
requirements, roadway geometry, design specifications used, special design criteria, special provisions and cost estimates. Hydraulic and scour design studies/reports should also be submitted
showing scour predictions and related mitigation measures. Geotechnical studies/reports should
be submitted along with information on substructure and foundation types. Early and complete
submissions will facilitate meaningful and expeditious reviews and approvals.
FHWA no longer requires alternate designs on major structures. However, on major structures
(over $10 million), substantial savings in bridge cost could result. Alternate plans will be considered on a project-by-project basis.

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1.2.5.1 Section 1805. Use of Debris from Demolished Bridge and

Overpasses
KDOT Practice is:

At field check the squad leader asks the local district office present if the material could be
beneficial to them, that is, can KDOT use the rubblized concrete materials.
If there is a County, City or regulator agency (i.e. Parks and Wildlife) they are asked if there
is beneficial use for there interests. (an example would be at Leavenworth State Lake; the
lake needed jetties to resist wave action at the dam and in the plans KDOT directed the Contractor to place the rubblized material per Parks and Wildlife instructions)
If there are no takers for the rubblized concrete material (per the hierarchy above) the Bridge
Design Engineer will place General Notes on the plans which allows the Contractor to use
this material per KDOT standard Construction Specifications in place of the bid item, Slope
Protection (Shot Rock or Aggregate) or it may be allowed by the Engineer as ditch lining.

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It is our understanding the intent of the law is for shore erosion and marine creation. Which
KDOT does not have. Also the law states in sections (a) federal, state OR local government.
Or is the keyword here; if the intent is for Midwest states (not coastal) then in our opinion we still
are in compliance because we offer it to us (KDOT) and therefore this meets the OR portion of
the tort. It does not say AND ,meaning we would be required, if this is truly intended for the Midwest, to offer it to all the above group.
1.2.5.2 Overdimensional Load Information

KDOTs policy on transportation rubble:
Since concrete rubble is considered a "Divisible Load", i.e., it can be broken down into smaller
weight pieces, vs an overload transformer that is a "Non-Divisible Load", KDOT will not issue a
permit for this request.
Please reference: http://www.ksdot.org/permit_links.asp
KANSAS DEPARTMENT OF TRANSPORTATION

("KANSAS TRUCKING CONNECTION")
OVERSIZE/OVERWEIGHT PERMITS
STATUTORY AUTHORITY For
The Secretary of Transportation
To issue oversize/overweight permits.
KSA 8-1911 - Permits for oversize or overweight vehicles

OVERDIMENSIONAL LOAD INFORMATION ADMINISTRATIVE REGULATIONS
36-1-35 Definitions
(i)"Non-divisible" means any load or vehicle exceeding the applicable dimensions or weight limitations that, if separated into smaller loads or vehicles, would result in having any of the following
effects:
(1) Compromise the intended use of the vehicle;
(2) Destroy the value of the load or vehicle; or
(3) Require one person more than eight work hours or two persons four hours to dismantle,
using appropriate equipment.
The applicant for a non-divisible load permit has the burden of proof as to the number of work
hours required to dismantle the load.
(o) "Superload" means either of the following conditions:
(1) A vehicle transporting a non-divisible load which is in excess of 150,000 pounds gross
weight, or

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(2) A vehicle transporting a non-divisible load in which any group or groups of axles exceed
the limitations of the standard permit.
36-1-36 Common requirements
(n) Transporting requirements - The following transporting requirements shall apply to oversize
or overweight loads.
(5) Except for incidental movements, all oversize or overweight construction machinery or
equipment shall be transported on a truck-tractor trailer, truck-tractor semi-trailer, or
truck combination. Incidental driving of construction machinery on state highways shall
be allowed, provided that the section of highway to be used is adjacent to or entirely
within the project limits or the distance traveled is less than or equal to one mile and no
bridge structures are being crossed.

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1.2.6 Railroad Agreement

Work to be done on, over or under railroad right-of-way must be reviewed and approved by the
railroad company involved. All correspondence concerning railroads should be routed through the
Coordinating Section in the Bureau of Structures and Geotectnical Services.
For proposed new structures, the railroad shall be sent a copy of the Field Check plans and be
invited to the field check. Check with the railroad concerning the number of field check sets
required. See Attachment 1.2.6-1 Overhead Submittal Checklist. for Railroad Overhead Submittal Checklist and pre-field check data needs to be sent to the railroads.
The field check set should include the following details:
(1) Vertical clearances from top of rail. (See Section 2.2.3 Clearance to Railroads).
(2) Crash wall details if required.
(3) Horizontal clearances from center of track to face of pier.
(4) If critical, the horizontal distance from centerline of track to intersection of backslope measured at top of rail.
(5) Construction clearance diagram.
(6) Location and depth of footings.
(7) If a bridge is on a skew, show a cross section perpendicular to centerline of track.
(8) Method of removing existing structure.
(9) Erection procedures.
(10) Railroad Clearance and Track Protection, STD. BR105.
(11) Bridge Rail and fencing requirements (See Section 13.5 Fencing).
(12) Do not use open bridge deck drains over railroad ROW. If drainage cannot be carried off
the end of the bridge, collect drainage in drain pipes and carry down piers.
If the railroad has no objections to the proposed work, approval is normally transmitted by letter.
When the final plans are sent to PS&E, send a copy of the completed plans to the railroad. For a
railroad overpass structure, compute the quantities of the bridge between railroad right-of-way
lines or 50 feet either side of the centerline of the track. Submit the quantities to the Bureau of
Construction and Maintenance for their use in computing Protective Liability Insurance. See Figure 1.2.6-1 Railroad Protective Liability Insurance .
Falsework or forming plans also need to be approved by the railroad. (See 16 FALSEWORK
DESIGN, ANALYSIS AND INSPECTION

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Attachment 1.2.6-1 Overhead Submittal Checklist.

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Figure 1.2.6-1 Railroad Protective Liability Insurance

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1.2.7 Railroad Bridge Over State Route

Maintain overpass clearances described in section
The railroad bridge shall have a Closed deck system which would catch any debris potential.
Pedestrian fence is required for railroad bridges with walkways (see Figure 13.5-1 Railroad
Overpass Fencing)
1.3 STANDARD SPECIFICATIONS

The designer should become familiar with Division 100 - General Clauses and Covenants of
"Standard Specification for State Road and Bridge Construction," especially the Definitions,
Alteration of Plans or Character of Work, Plans and Working Drawings, Coordination of Plans,
Specifications and Special Provisions and other pertinent items.
In cases of discrepancy, plans shall govern over standard specifications, special provisions shall
govern over plans, and project special provisions shall govern over special provisions.
Special provisions are supplementary provisions, additions or revisions to the standard specifications. Project special provisions are supplementary provisions, additions or revisions to the standard specifications which may cover conditions peculiar to an individual project.
Additional information regarding Project Special Provisions:
The CONSTRUCTION MANAGEMENT SYSTEM (CMS) will be used, in part, to track project
bid items and material specifications. CMS will contain all the Special Provisions. Therefore, in
order to accomplish this electronic bookkeeping, it is essential to have all new bid items and
material specifications be presented as special provisions rather than plan notes. Some of the
bureaus who have responsibilities for CMS do not have normal access to plan notes; therefore, the
most expedient and effective solution is for new items to be part of the contract documents (i.e.
special provisions).
In addition, if the plan notes make materials subsidiary to standard bid items, a project special
provision is required so the necessary information (for the material requirements of CMS)
becomes a contract document rather than a plan note.
1.4 PROJECT PERMITS

The Environmental Services Section is responsible for filing and processing all special permits
relating to the environment. In order to obtain special permits and certifications and to complete
environmental documentation in accordance with the National Environmental Policy Act
(NEPA), it is required at various stages of project development to furnish design information to
the Environmental Services Section. This procedure is necessary in order to avoid delay in project
construction so the construction activities are completed within the time limits specified by the
permits.
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Below is a list of project permits and other activities which may require design information.
(1) U.S. Coast Guard Section 9 Bridge Permit - Rivers and Harbors Act of 1899
(2) U.S. Army Corps of Engineers Section 10 Permit - Rivers and Harbors Act of 1899
(3) U.S. Army Corps of Engineers Section 404 Permit - Clean Water Act of 1977
(4) Kansas Department of Health and Environment Water Quality Certification - Clean
Water Act of 1977
(5) Kansas Department of Agriculture, Division of Water Resources; Dams, Stream
Obstructions and Channel Changes Permit - K.S.A. 82a-301-305a, and levees and floodplain fills K.S.A. 24-126.
(6) Threatened and Endangered Species Permits and Consultations: State Threatened and
Endangered Species K.A.R. 115-15-3 Action Permits and the Federal Endangered Species Act (ESA) of 1973.
(7) Environmental Documentation and correspondence involving Environmental Assessments (EA), Findings of No Significant Impact (FONSI), Categorical Exclusions (CE),
historic bridges and Environmental Impact Statements (EIS) - National Environmental
Policy Act of 1969 and Department of Transportation Act of 1966.
To determine what permits are required, it is necessary to furnish the Environmental Services
Section, at the earliest practicable date, information concerning the project type, scope and location. Additional information is required for bridge projects to include the quantity of dredge or fill
which will be discharged below ordinary highwater elevation (OHW), location and design of
shoofly detours, and proposed channel relocation work. Bridge site channel clearing, shaping and
slope protection should also be shown.
An overview of the permit process and the correspondence requirements of NEPA for highway
projects are included on the following pages.
OVERVIEW OF THE PERMIT PROCESS
The following is a recapitulation of conditions and circumstances requiring certain permits or
other actions for highway projects in Kansas.
(1) Coast Guard Section 9 Bridge Permit - Section 9, Rivers and Harbors Act of 1899.
Section 9 permits are required for bridges and causeways constructed on or in "navigable waterways in the United States." Navigable streams in Kansas are the Missouri River bordering Kansas
and the lower Kansas River. Coast Guard authority extends upstream into the tributaries of the
Missouri River to an elevation equal to the ordinary highwater elevation of the river. The permit
covers the bridge, piers, abutments, and related work in the channel. However, it does not cover

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the dredge and fill activities associated with the bridge or causeway. Requirements of Section 404
permits (U.S. Army Corps of Engineers) would apply to these activities; however, a nationwide
404 permit has been issued to cover the bridge activities approved by the Coast Guard under Section 9 permits.
While subject to change, exceptions to Section 9 present requirements are as follows:
(a) Repairs to a bridge which involves replacement in kind (example, US-59 bridge at Atchison);
(b) Bridges to be constructed over waterways which have been placed in the advance approval
category by the Commandant, U.S. Coast Guard - there are none in Kansas;
(c) Proposed Federal aid bridge projects which are to be funded under the provisions of Title
23, United States Code, as amended, by the Surface Transportation Assistance Act of 1987.
All exceptions are documented.
Information needed from Road and Bridge Design for Section 9 Permit
A. Preliminary Information
(1) Location of proposed project
(2) Scope of work - bridge replacement, shoofly detours, channel changes, slope protection, etc.
(3) Quantities of fill and area of impact below OHW.
Note: No asphaltic materials are allowed below OHW.

B. For Permit Application (as specified in Coast Guard instructions)
(1) Vicinity Map and Plans
(2) Environmental Documentation

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2. U.S. Army Corps of Engineers Section 10 Permits - Section 10, Rivers and Harbors Act of
1899
Section 10 permits are required for construction of obstructions, including dredge and fill, affecting the navigable capacity of streams designated as navigable (Missouri River and lower Kansas
River) except bridges or causeways (these are under the jurisdiction of the Coast Guard Section 9
Permit). This refers to anything constructed in, over or under a navigable stream such as drainage
structures, utility lines, jetties, etc. A Section 404 permit may also be required for fill activities
beneath ordinary high water associated with the project.
Information Needed from Road and Bridge Design for Section 10 Permits:
A. Information
(1) Location of proposed project
(2) Scope of Work - bridge replacement, shoofly detours, channel changes, slope protection, channel clearing, etc.
(3) Quantities of fill and area of impact below OHW.
Note: No asphaltic materials are allowed below OHW.
B. For Permit Application
(1) Drawings as specified in Corps' handbook
(2) Environmental Documentation
(a) Flood information (bridge)
(b) Alternatives studied (road)
(3) Name of adjacent property owners.
3. U.S. Army Corps of Engineers Section 404 Permits - Section 404, Clean Water Act of 1977.
Section 404 permits are required for all work involving the discharge of dredged or fill materials
into waters of the United States (WUS). Waters of the United States are connected waters having
an ordinary high water (OHW) mark, including streams, rivers, ponds, and lakes. Wetlands are
also considered WUS unless they are isolated. As a guide, streams shown as a blue line on United
States Geological Survey topography maps are Corps of Engineers (COE) jurisdictional. However, some ephemeral blue line streams lack a defined bed and bank and OHW mark and are not
jurisdictional. The COE has the final say on jurisdictional determinations.
Section 404 authorizes two types of permits, General permits and Individual permits (IPs).

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General Permits: General permits are for discharges which are considered to cause minimal
adverse environmental impacts. A Nationwide permit (NWP) is a form of General permit designed to authorize a discharge for a specific purpose, with little delay or paperwork required by the Corps. Currently there are forty-four different NWPs. Each is
intended to apply to a specific situation such as oil and gas structures, or utility line
activities. Transportation projects commonly use two NWPs, NWP 14 (road crossings), and NWP 23 (approved categorical exclusions). Nationwide Permit 14 was created for linear transportation crossings and is subject to a acre WUS loss limit.
Nationwide Permit 23 may be used for projects having an approved categorical exclusion. Nationwide permits are subject to change as they are reviewed every five years.
In 2000 one NWP was eliminated, five new NWPs were issued, six were modified,
and several NWP general conditions were altered. The trend in NWPs is toward additional environmental restrictions. Each COE District may add restrictions and/or conditions to NWPs. In Kansas the COE Kansas City District (KCD) has issued NWP
Regional Conditions and NWP Standard Operating Procedures. In 2012 NWP will
now require that all culverts, with erodible beds and greater than 48 in. in rise,be
embedded 12 and pass bankfull (Q1.0 - Q1.7) without velocity increases.
2.3.3.3 Special Requirements: USACE (US Army Corps of Engineers)
Individual Permits: Individual permits authorize discharges which are larger and are thought to
have significant effects on the environment over those authorized under NWPs. Individual permit applications require more detailed information than NWP applications.
Following acceptance of an IP application the COE issues a public notice to solicit
comments from state and federal agencies and the public. The public notice includes a
brief description of the project and gives agencies and the public 21 days to respond.
Generally, when substantive negative comments are received the COE will not issue
the IP until issues are resolved. From the time an IP application is submitted it usually
takes at least 6 months to receive the permit.
Information needed from Road and Bridge Design for Section 404 Permits:
Environmental Services staff review project plans and field inspect the location of the project
to determine if there are jurisdictional impacts. An Information Request spreadsheet identifying the station and structure is then sent to Road and Bridge. Corps of Engineers permit applications require the following information:
A. Nationwide permits Plan title sheet, cross sections, avoidance and minimization
statement, linear feet of stream work, area of impact below ordinary high water
(BOHW), footprint of fill in acres, footprint of excavation in acres if outside area of
fill, slope protection BOHW (linear feet, volume), volume (cubic yards) of other
impacts BOHW (structural fill boxes, piers, etc.), (earth fill or excavation earth,
rock, sand, etc.), area of temporary fill or excavation BOHW, existing channel to
remain open (length feet, area acres).
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amount in cubic yards, surface area in acres of wetlands or other WUS filled, addresses
of adjacent property owners.
Mitigation of impacts to waters of the United States
With few exceptions the COE, KCD requires on-site mitigation for impacts to streams and wetlands. On-site means in the same watershed and as close to the impact as feasible. Wetland mitigation normally requires the construction of a replacement wetland of like kind, such as emergent,
shrub/scrub, or forested. Stream channel mitigation usually requires new channels to be of equal
length if possible. Riffles, runs, and pools are often designed into replacement stream channels.
(4) Kansas Department of Health and Environment Water Quality Certification - Clean Water
Act of 1977.
If a Section 404 individual permit is needed, water quality certification is required; that is, the
Kansas Department of Health and Environment (KDHE) must be satisfied KDOT's projects will
not degrade the quality of water which may leave the project site. However, the information
required for either the Section 404 or Department of Agriculture Permit will suffice for this certification. The KDHE has issued blanket water quality certification for nationwide and general 404
permits (see below).
National Pollution Discharge Elimination System (NPDES)
The KDHE administers the NPDES program under Section 401 of the Clean Water Act of 1977.
The program is intended to have storm water runoff from construction sites not being a source of
water pollution. A Construction Storm Water NPDES permit is required for construction activity
disturbing one acre or more.
Information needed from Road and Bridge include:
Location, project description, basin, sub-basin, first receiving waters, is any part of the project
located on Indian lands, total project area, impervious area after construction, and total disturbed area in acres.
(5) Kansas Department of Agriculture Permits - K.S.A. 82a, 301-305a and K.S.A. 24-126.
The Division of Water Resources (DWR) issues permits for dams, bridges, culverts, and channel
changes (K.S.A. 82a-301-305A), and floodplain fills (K.S.A. 24-126).
Bridge construction, modification, or repair projects normally require a DAMS, STREAM
OBSTRUCTIONS and CHANNEL CHANGES regular permit from DWR. Regular permits go
through a 30 day comment period required by the Environmental Coordination Act (ECA). The
DWR bases the need for DAMS, STREAM OBSTRUCTIONS and CHANNEL CHANGES permits on drainage area. A permit would normally be required if the drainage area above the structure is

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(A) One or more square miles in zone one, which includes all geographic points located east of
Washington, Clay, Dickson, Marion, Harvey, Sedgwick or Sumner counties; (B) two or more
square miles in zone two, which includes all geographic points located west of zone one and in or
east of Smith, Osborne, Russell, Barton, Stafford, Pratt or Barber counties; or (C) three or more
square miles in zone three, which includes all geographic points located west of zone two., see
the attached map.

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If the bridge or culvert is being replaced, a General Permit may be used if the project meets the
more limiting criteria. These criteria include: proposed change in stream cross section within 15%
of existing, proposed change in channel length within 10% of existing, proposed rise in average
road grade less than 1 foot, and other restrictions. Projects qualifying for a General Permit are
subject to a 7 day ECA period. A permit will not be issued if the structure causes over one foot of
backwater on an adjacent landowner unless a flowage easement or ownership of the property is
acquired.
When fill is placed in the floodplain below base flood elevation (Q100) to an average height of
greater than one foot above the existing ground a PLANS FOR CONSTRUCTION or MAINTENANCE of LEVEES or FLOODPLAIN FILLS permit will be required.
Information needed from Road and Bridge for DAMS, STREAM OBSTRUCTIONS and CHANNEL CHANGES permit applications include:
Plans (including cross sections), basin size, hydraulic assessment checklist,% change channel
cross section, Q100 hydraulics - water surface existing elevation and proposed, velocity existing
and proposed, Q2 hydraulics - water surface existing elevation and proposed, velocity existing
and proposed, original channel length, proposed channel length, acres or number of trees or vegetation removed, average rise in road grade more than one foot, method used in determining
hydrology, and total cut and fill below Q100 of FEMA floodplain zone. Plans must also show
benchmark references. Channel changes require cross sections of the existing and proposed channel.
Floodplain fills applications require:
Plans, cross sections, FEMA Zone, purpose, dimensions, cubic yards of fill, channel constriction,
backwater, legal description, watercourse, and cross sections at the appropriate stationing showing proposed Q100 across the floodplain.
For assistance with Permit Information Requests see the KDOT web site (www.kdsot.org),
Bridge Design, Bridge Office Standard Documents, Environmental Spreadsheet Advisory, Permit
Information Request Descriptions.
(6) Threatened and Endangered Species permits and clearances:

Under the authority of K.A.R. 115-15-3, the Kansas Department of Wildlife and Parks (KDWP)
issues Action Permits for work in state listed threatened and/or endangered (T&E) species designated critical habitats (DCH). When projects necessitate work in DCH aquatic habitats, the
KDWP normally includes date restrictions as a permit condition. Date restrictions prohibit work
activities in the water during reproductive periods. For example, date restrictions for the Neosho
Madtom (Noturus placidus) are from May 15 to July 15 inclusive. Modifications to reduce or
avoid impacts to DCH may be requested.

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(7) Information on the Design of Box Culvert Fish Passages

Corps of Engineers posted new regulations for issuance of nationwide permits NWPs (6/26/07).
Regarding culverts is as follows:
The requirements below were extracted from Kansas City District U.S Army Corps of Engineers
(USACE) Document:
http://www.nwk.usace.army.mil/regulatory/2007nwps/2007%20NWP%20Regional%20Condition%
20PN.pdf
Culverts. The permittee must notify the District Engineer in accordance with the
Notification general condition of the NWPs (general condition 27) for any regulated activity
which involves the construction of a new or replacement culvert on an expected aquatic life use
water or restricted aquatic life use water located in the Kansas Water Register. The Kansas
Water Register is available on request from the Corps or can be found at
http://www.kdheks.gov/befs/download/Current_Kansas_Water_Register.pdf. All culverts must
be designed to allow the natural passage of aquatic organisms. The culvert design must mimic
the natural shape and flow of the channel. For all box culverts with three or more cells on
expected aquatic life use waters or restricted aquatic life use waters, the opening of the center
culvert must be slightly lower than the adjacent culverts to concentrate low flows for the passage
of aquatic organisms.
The link to the entire document from the Kansas City District U.S Army Corps of Engineers website:
http://www.nwk.usace.army.mil/regulatory/2007nwps/
2007%20NWP%20Regional%20Condition%20PN.pdf
KDOT has developed a base drawing, BR025, titled Embedded Structure, which both buries
the entire structure 12 inches and adds baffles to the outer cells, thus creating favorable conditions. This drawing should be used as guidelines to comply with the above conditions.

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Figure 1.4-1 BR025a RCB Auxiliary Details (Embedded Structure)

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Information requested of Road and Bridge includes:

Plans (including cross sections), approximate starting date, estimated completion date, size and
location of excavation and fills.
Under the authority of the Endangered Species Act of 1973, the US Fish and Wildlife Service
(USFWS) is the federal agency responsible for managing federally listed species. Section 7 prohibits Federal agencies from undertaking, funding, permitting, or authorizing actions likely to
jeopardize the continued existence of listed species or destroy or adversely modify critical habitat.
When projects may potentially impact federally listed T&E species, Section 7 consultation with
USFWS is necessary. Usually through informal consultation with USFWS a not likely to
adversely affect statement can be obtained. A modification in plans or construction dates may be
necessary. If the USFWS determines a proposed action is likely to adversely affect a federally
listed T&E species, consultation then becomes formal through another federal agency. If the project includes federal funding the other agency is the Federal Highway Administration. If federal
funds are not involved, the federal agency would be the Corps of Engineers. Formal Section 7
consultation results in a biological opinion reaching either a jeopardy or no jeopardy finding.
Formal consultation can take up to a year or more to complete. The (USACE) will not issue Section 404 permits until federally listed T&E species issues are resolved.
(8) Environmental Documentation and Correspondence - National Environmental Policy Act
(NEPA) of 1969
The KDOT Bureau of Structures and Geotectnical Services. collaborates with FHWA to determine the environmental documentation requirements for a project. KDOTs Environmental Services Section coordinates information with other agencies.
23 CFR 771 implements the NEPA requirements for documentation which may be an Environmental Assessment (EA), Finding of No Significant Impact (FONSI), Categorical Exclusion
(CE), Draft Environmental Impact Statement (DEIS), and/or Final Environmental Impact Statement (FEIS). Major project design or scope changes following field check or during plan preparation impacting the environment should be brought to the attention of the Environmental Services
Section.
Information needed from Design Squad responsible for the document.
A. Construction and Maintenance Activities
The following is a list of construction and maintenance activities which may require either
a (USACE) "Section 404", or Kansas Department of Agriculture, Division of Water
Resources (DWR) permit:
(1) Selection of site for waste area
Recommendation: Avoid low areas which have timber and are not farmed such as old
abandoned channels or oxbow lakes. These areas do not have to have free standing

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water to be classified as a stream or wetland. If there is doubt whether an area is classified as a wetland, notify Environmental Services at (785) 296-0853 and the area in
question will be inspected and determination of its classification will be completed.
(2) Placing material along banks for erosion control
Recommendation: Avoid the use of asphalt for this purpose. Rock and concrete rubble are
acceptable if protruding steel reinforcing rods are removed. If this activity is not covered by a permit, Environmental Services should be contacted if material is placed
below ordinary high water (OHW) elevation.
(3) Construction of shoofly detour through stream valleys and low area
(4) Construction of causeway or construction platform in a stream
Recommendation: If KDOT personnel are completing the work, a (USACE) Section 404
permit is required and Environmental Services should be contacted at (785) 296- 0853.
If the contractor wishes to construct a causeway as part of construction operations, he
is responsible for the Section 404 and (DWR) permits. Environmental Services will
provide assistance if needed.
(5) Channel changes or modifications
(6) When sites are selected for borrow material, archeological clearances should be
obtained in accordance with Section 107.12, KDOT's Standard Specifications for State
Road and Bridge Construction. If channel modification (widening) results from development of a borrow area, the Contractor should acquire a permit. Permits will usually
be acquired by Environmental Services for State furnished borrow, if required.

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DEFINITIONS
The words and terms used in this volume or subsequent volumes are defined as follows:
Dredge Material - Material which is excavated or dredged from waters of the United States.
Fill Material - All fill material should be free from or contain only trace amounts of toxic pollutants. Fill material is material including concrete placed in tight forms, slope protection and used
for the primary purpose of replacing an aquatic area.
Navigable River - In Kansas, Coast Guard Permits for Section 9 and U.S. Corps of Engineers Permits for Section 10 involves all of the Missouri River bordering Kansas and extends upstream into
the tributaries of the river to an elevation equal to the ordinary highwater elevation of the river
and the lower Kansas River.
Ordinary high water mark - The line on the shore established by the fluctuation of water and indicated by physical characteristics such as a clear, natural line impressed on the bank, shelving,
changes in the character of soil, destruction of terrestrial vegetation, the presence of litter and
debris, or other appropriate means which consider the characteristics of the surrounding areas.
Waters of the United States - (1) The territorial seas; (2) wetlands; and (3) all connected waters
which are part of a surface tributary system to and including navigable waters of the United
States.
Wetlands - Those areas inundated or saturated by surface or groundwater at a frequency and duration sufficient to support, and under normal circumstances do support, a prevalence of vegetation
typically adapted for life in saturated soil conditions. Wetlands generally include swamps,
marshes, bogs, oxbows, fringes of ponds and lakes, mud flats, fringes of rivers and streams, playas, seeps and meadows. Wetlands are also considered waters of the United States.

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Figure 1.4-1 Corps of Engineers, Kansas City District

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Figure 1.4-2 Divisions and Districts for Regulatory Activities

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(7) Utility Permits

Statues K.S.A. 68-404 and K.S.A. 68-415 require compliance with state regulations and obtaining
a permit for construction of public and private utilities, including pipelines; across, under or over
state highway right-of-way including those acquired for controlled access facilities.
K.S.A. 17-1901 and K.S.A. 17-4604 have application as to the occupancy of public highway
right-of-way by telephone and telegraph companies and by electric cooperatives, respectively.
A utility owner wishing to attach its facilities to a bridge must apply by submitting a Highway
Permit Agreement - attachments to Bridge and Other Structures (DOT Form No. 310). Permit
agreements shall be in accordance with the latest KDOT UTILITY ACCOMMODATION POLICY as published by the KDOT Bureau of Construction and Maintenance. Part Four of the
above-mentioned publication pertains to Attachments to Bridges and Other Structures and
includes examples of standard utility attachments to bridges in the appendix.
Highway Permits are normally initiated in the Districts. Utilities attached to bridges must be
approved by the Bureau of Structures and Geotectnical Services, State Bridge Office. These permits are currently being reviewed by the Bridge Inspection Section. After review and approval by
the Bridge Office, copies of the permit are returned for final approval by the appropriate KDOT
District Office.
Bridge Squad Leaders are responsible for coordinating utilities on structures. This includes
review of existing utilities on a rehabilitation project to see if a Utility Permit exists; and coordinating structural concerns with KDOT's utility accommodation policy if a utility is being added to
a structure. The utility company may be required to reimburse the State for additional costs associated with accommodation of the utility facility in the new structure. This reimbursement can
only be accomplished through the use of a Utility Permit with an agreement for the estimated
cost. The Bridge Inspection Section should be kept informed of these agreements.
A Utility Permit should be obtained as early as feasible before the letting of the bridge. When initial contact is made with a utility, remind them the design approval process is only in the form of
a Utility Permit.

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1.5 NATIONAL BRIDGE INVENTORY (NBI) DEFINITONS

Federal Highway Administration (FHWA) National Bridge Inventory (NBI) definitions:
Bridge Definition:
A structure having a length more than 20 feet from face to face of abutments or end bents, measured along the roadway centerline.
Structurally Deficient Bridge Definition (SD):
A bridge inadequate to carry legal loads, whether caused by obsolete design standards, structural
deterioration, or waterway inadequacy. Bridges in this category may include those posted to
restrict load limits as well as those closed to all traffic. A structurally deficient bridge rating is
determined from the results of field inspection findings where a condition rating of 4 or less is
assigned to the superstructure, substructure, or a culvert; or where an appraisal rating of 2 or less
is assigned to the structural condition or waterway adequacy.
SD is one or more rated 4 or less
2 or less
#58 Deck
#67 Structural Condition
#59 Superstructure
#71 Waterway Adequacy
#60 Substructure
#62 Culvert and Retaining Walls
Note: A bridge classified as structurally deficient is excluded from the functionally obsolete category.
Functionally Obsolete Bridge Definition (FO):
A bridge inadequate to properly accommodate the traffic due to inadequate clearances, either horizontal or vertical, approach roadway alignment, structural condition, or waterway adequacy. A
posted bridge which is not structurally deficient would be included in this category. Bridges in
this category could include narrow bridges. A functionally obsolete bridge is determined from the
results of field inspection findings where an appraisal rating of 3 or less is assigned to the deck
geometry, under clearance, or approach roadway alignment; or where an appraisal rating of 3 or
less is assigned to the structural condition or waterway adequacy.
3 or less
FO is one or more rated 3 or less
#68 Deck Geometry
#67 Structural Condition
#69 Underclearance
#71 Waterway Adequacy
#72 Approach Roadway Alignment
Sufficiency Rating Definition:
The numerical rating of a bridge based on its structural adequacy and safety, serviceability and
functional obsolescence, and essentiality for public use. The structural adequacy and safety comprise up to 55 percent of the total rating, while the serviceability and functional obsolescence
comprise up to 30 percent of the total rating. The essentiality for public use comprises up to 15
percent of the total rating. A numerical rating of 100 would represent an entirely sufficient bridge
while a zero rating would represent an entirely insufficient or deficient bridge.

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1.6 KDOT STRUCTURE DEFINITON CODES

KDOT tracks all of the state owned structures by an identifying and labeling the structure by four
letter code describing the material type, superstructure or structure type and the design type.
These codes are used by the design to identify the structure in various locations on the plans and
any correspondences about the structure. Internally KDOT uses this structure code in all database
applications referencing the structure.
Figure 1.6-1 Structure Codes
DATABASE CHARACTER SUPERSTRUCTURE/STRUCTURE TYPE CODES
xxx- Culvert Type Structures
xxxx- Open Span Type Structures
CANSYS / PONTIS / BROMS alpha character fields

Material Type
A = Aluminum
B = Stone
C = Corrugated Metal
D = Geotextile Fabric
E = Earth (soil)
F = Composite (Fiberglass, PVC, etc.)
G = Galvanized Steel
H=
I = Wrought Iron
J=
K=
L = Lightweight Concrete
M = Stone Masonry
N = None (for BROMS temporary use)
O=
P = Prestressed Concrete
Q=
R = Reinforced Concrete
S = Steel
T = Timber
U = Unknown (for BROMS temporary use)
V=
W = Weathering Steel
X = Post-Tension Concrete
Y = Precast Concrete
Z=

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Superstructure/Structure Type
AR = Arch
AT = Soil Nail/Tie-Back
BC = Box Girder, Composite Design
BG = Box Girder
BM = Beam
BN = Bin
CB = Box Culvert
CS = Concrete Slab
CT = Cantilever
DG = Deck T-Girder or Orthotopic
DT = Deck Truss
ER = Earth
FA = Filled Spandrel Arch
FB = Rigid Frame Box
FC = Girder-Floorbeam, Composite Design
FG = Girder Floorbeam System
GB = Gabion
GV = Gravity
GC = Rigid Frame, Composite Design
HL = High Mast Lighting Tower
HT = High Truss
HY = Sign (Highway), Bridge Mounted
IS = Illinois Bulletin Slab
IT = Inverted T-Girder
LP = Long Span Pipe
LT = Low Truss
LW = Low-Water Crossing
MA = Mast Arm Structure
MB = Mechanically Stabilized Earth, Block
MC = Rolled Beam, Composite Design
ML = Mechanically Stabilized Earth, Panel
MP = Pipe
NK = Unknown (for BROMS temporary use)
OA = Open Spandrel Arch
ON = None (for BROMS temporary use)
PF = Panel Frame
PO = Privately Owner Overhead Structure
RC = Riveted Plate Girder, Composite Design
RF = Rigid Frame
RG = Rivet Plate Girder
SB = Sign Structure, Butterfly
SC = Girder-Stringer-Floorbeam, Composite Design
SD = Soldier Pile
SG = Girder, Stringer Floorbeam System
SH = Sheet Pile
SL = Sign Structure, Cantilever
SP = Structural Plate Pipe
SO = Sign Structure, Span Truss with Cantilever
SS = Structural Slab
ST = Sign Structure, Span Truss
SV = Semi-Gravity
TA = Through Arch
TG = Through Girder
TS = Single Tapered Tube Span
TU = Tunnel
VS = Voided Slab
WC= Welded Plate Girder, Composite Design
WG= Welded Plate Gider
1 - 34
Design Type
= Not Applicable: superstructure types of
Arch, RCB, RFB, all Pipes, Tunnel,
and Low-Water Crossing
A = Aesthetic (Wall)
B=
C = Continuous: superstructure designed to
extend continuously over one or more
supports
D = Drop-Panel: vertical change in member
height
E = None (for BROMS temporary use)
F = Fixed: superstructure members are
rigidly connected to the substructure
G=
H = Continuous and Parabolic Haunch:
slab or girder beams deepened at
supports and decrease in size at the
center
I=J
= K
=
L = Linear Haunch: straight-line variation in
member height
M =
N =
O=
P = Encased: steel beams encased in
concrete
Q=
R = Circular Haunch: circular variation in
member height
S = Simple: unrestraining support at each
span end
T = Tied: arched superstructure members
are rigidly connected by longitudinal

tie beams
U=
V =
W=
X = Retaining (Wall)
Y = Hydraulic (Wall)
Z = Noise (Wall)
Single Span Slabs

RRF=Tall Abutments
RCSH = Pinned Stub
Bridge Section
Design Manual
Figure 1.6-2 AASHTO Denfinition of Bridge Preservation
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1.7 Kansas State Bridge Office QC/QA Proceedure

Kansas State Bridge Office QC/QA Procedure
Currently the Bridge Design Manual includes a checklist for preparation of field check plans
and guidelines for general bridge plan preparation. The design manual addresses in detail our
policies and practices for design of structure types utilized in Kansas with very few exceptions.
The Kansas QA/QC procedure for in-house projects requires an independent design and detail
check of all non-standard structures. Standards that have been designed and checked do not
require a design check only a detail review. We require the designer or the design checker to be
a licensed engineer. Structures are load rated and submitted for review by our Office of Bridge
Operations. Field check and office check plans are reviewed by the Squad Leader and/or Senior
Squad Leader to verify compliance with our policies and procedures. The State Bridge Design
Engineer reviews all field check plans and as time allows office check plans of large or complex
structures. As-built plans and other project documents are archived and kept indefinitely.
Consultants in Kansas are required to prequalify to obtain bridge design work. All firms are
required to have a Quality Assurance Plan to qualify for work in Kansas. They are required to
submit certifications, licensure status and experience of employees working on projects.
Example projects are submitted for review to verify their qualifications. As part of the Contract
for professional services they are required to have and use all applicable AASHTO specifications
as well as the KDOT Bridge Design Manual. On large or complex projects design criteria is
submitted for review prior to commencement of design. Kansas performs design reviews of field
check and office check plans to verify compliance with our policies and procedures. Load
ratings are required to be provided for review and verification prior to submission of office check
plans. Third party reviews are rarely used and usually only for significant or complex structures.
Reviewers within the Bridge Office are management level engineers with at least five years of
experience. The Consultants are required to seal their plans. As-built plans and other project
documents are archived and kept indefinitely.

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Table of contents
2.1 GENERAL ...............................................................................................................................1
2.1.1 Span Lengths and Substructure .............................................................................3

2.1.2 Bridge Roadway Width .........................................................................................5
2.1.3 Berm Configuration and Embankment Slopes ......................................................6
2.1.4 Bridge Approaches ..............................................................................................11
2.1.5 Bridge Numbers, Serial Numbers and Bridge Number Plate ..............................24
2.1.5.1 Structure Responsibilities .......................................................................................26
2.1.6 Beam and Girder Labels ......................................................................................28

2.2 GRADE SEPARATION STRUCTURES ...........................................................................29
2.2.1 Bridge Roadway Clearance .................................................................................29

2.2.2 Horizontal and Vertical Clearance (Underpass) ..................................................30
2.2.2.1 Interstate and Freeway (Class A and B Routes) ......................................................30
2.2.2.2 Other State Highways ..............................................................................................30
2.2.2.3 Local Roads .............................................................................................................31
2.2.2.4 Construction Clearances ..........................................................................................31
2.2.3 Clearance to Railroads ........................................................................................34

2.3 STREAM CROSSING .........................................................................................................43
2.3.1 General ................................................................................................................43

2.3.2 Policy ...................................................................................................................46
2.3.3 Guidelines for Evaluation ....................................................................................47
2.3.3.1 General Requirements .............................................................................................47
2.3.3.2 Special Requirements: NFIP (National Flood Insurance Program) .......................59
2.3.3.3 Special Requirements: USACE (US Army Corps of Engineers) ............................69
2.3.4 Documentation ....................................................................................................70

2.3.5 Detention-Storage ................................................................................................85
2.3.6 Hydrology ............................................................................................................86
2.3.6.1 Hydrograph Analysis ...............................................................................................86
2.3.6.2 Frequency Mixing ...................................................................................................87
2.3.6.3 Land Use ..........................................................................................................88

2.3.7 Water Surface Analysis .......................................................................................88
2.3.8 Easements for Drainage ......................................................................................89
2.3.8.1 Design Procedures ...................................................................................................89
2.3.8.2 Flowage Easement Description ...............................................................................90
2.3.9 Stream Stability ...................................................................................................91

2.3.9.1 General ....................................................................................................................91
2.3.9.2 Degradation .............................................................................................................92
2.3.9.3 Scour Analysis .........................................................................................................93
2.3.9.4 Channel Changes .....................................................................................................94
2.3.10 Guide Banks ......................................................................................................95

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2.3.11 Bank Protection ...............................................................................................100

2.3.11.1 General ................................................................................................................100
2.3.11.2 Rock Riprap .........................................................................................................100
2.3.11.3 Miscellaneous ......................................................................................................101
2.3.12 Temporary Stream Crossing ............................................................................105

2.4 FIELD CHECK PLANS ....................................................................................................108
List of Tables
Table 2.1.1-1 Efficient Length of Span Range ............................................................................4
Table 2.1.5-1 Structure Responsibilities .......................................................................................26
Table 2.3.3.1-1 Desirable Minimum Overtopping Frequencies ...................................................50
List of Attachments
Attachment 2.3.3.1-1 Risk Assessment for Encroachment Design ..............................................54
Attachment 2.3.3.2-1 Coordination with FEMA on Floodplain Encroachment ...........................61
Attachment 2.3.4-1 Hydraulic Assessment Checklist for Drainage Design .................................70
Attachment 2.3.4-2. Hydraulic Data for Open Span Bridges .......................................................76
Attachment 2.3.4-3 Hydraulic Data For Culvert Bridges .............................................................82
Attachment 2.3 Example-Bridge Site Report ............................................................................115
List of Figures
Figure 2.1.3-1Reinforced Concrete Riprap (Std BR130) ...............................................................7
Figure 2.1.3-2 Bridge Berm and Slope Protection - Straight Wingwall (Std BR132A) .................8
Figure 2.1.3-3 Bridge Berm and Slope Protection - U-Type Abutment (Std BR132B)................. 9
Figure 2.1.3-4 Bridge Seat Clearance ...........................................................................................10
Figure 2.1.4-1 Joint Movement vs. Skew .....................................................................................15
Figure 2.1.4-2 Special Concrete Approach Slab < 60 ft. ..............................................................16
Figure 2.1.4-3 Special Concrete Approach Slab > 60 ft. ..............................................................17
Figure 2.1.4-4 Std. RD712 ............................................................................................................18
Figure 2.1.4-5 Std. RD713 ............................................................................................................19
Figure 2.1.4-6 Std. RD713A .........................................................................................................20
Figure 2.1.4-7 Std. RD714 ............................................................................................................21
Figure 2.1.4-8 Std. RD714A ......................................................................................................... 22
Figure 2.1.4-9 Std. RD715 ............................................................................................................23
Figure 2.1.6-1 Typical Section for Girder Labeling .....................................................................28
Figure 2.1.6-2 Plan View Girder Labeling ...................................................................................28
Figure 2.1.6-3 Elevation Splice Labeling .....................................................................................28
Figure 2.2.2-1 Vertical Clearance Diagram ..................................................................................29
Figure 2.2.2-2 Clear Zone Distance Curves .................................................................................32
Figure 2.2.2-3 Clear Zone Distances ............................................................................................33
Figure 2.2.3-1 Design Guide for Track Protection .......................................................................37
Figure 2.2.3-2 Construction Clearance Details (Railroad) ...........................................................38
Figure 2.2.3-2a Construction Clearance Diagram (Railroad) .......................................................39

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Design Manual
Figure 2.2.3-2b Construction Clearance Diagram ........................................................................ 40

Figure 2.2.3-3 Crash Wall Details ................................................................................................41
Figure 2.2.3-4 Desirable Design Clearances (Railroad) ...............................................................42
Figure 2.3.1-1 Box Size Definitions .............................................................................................44
Figure 2.3.1-2 10 to 20 Structure Definitions ...........................................................................45
Figure 2.3.3.1-1 Crest - Vertical Curve Profile ............................................................................52
Figure 2.3.3.1-2 Sag or Level Profile ...........................................................................................53
Figure 2.3.4-1 Longitudinal Section Along Centerline Roadway ................................................79
Figure 2.3.4-2 Example Highwater Information Documentation on Contour Map ..................... 80
Figure 2.3.4-3 Example, Drainage Data on Construction Layout ................................................81
Figure 2.3.4-4Section Along Centerline RCB showing hydraulic terminology ...........................84
Figure 2.3.10-1 Chart for Determining Length of Guide Banks ..................................................97
Figure 2.3.10-2 Alternate Method for Design Length of Guide Banks ........................................99
Figure 2.3.11.3-1 Typical Slope and Bank Protection, and Channel Lining ..............................102
Figure 2.3.11.3-2 Guide for Estimating Stability of Channels and Large Rocks .......................103
Figure 2.3.11.3-3 Stone size that will resist displacement ..........................................................104
Figure 2.4-1 Coordination Status Sheet ......................................................................................114

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2.1 GENERAL
The structure site should be studied in detail and evaluated to determine the best alternate for the
structure. In many cases, it can be determined readily whether a bridge or a culvert should be
adopted at a particular site. Once it has been determined that a bridge should be adopted, the preliminary design should include a cost analysis and study of at least two appropriate material alternatives to effect economy. However, there may be sites in which limiting conditions would
discourage the use of all but one type of structure. The prime consideration in the cost analysis
will be the initial construction cost; however, other factors to be included in the economic comparison are material availability, specific site problems, construction time and sequence, traffic
problems, and detour costs. While all bridges must be planned within the constraints of site
requirements, more than minimum first cost may be justified when the result will be a safer structure, a lower overall highway project cost, or reduced annual maintenance cost. The preliminary
cost analysis of the alternate structures should be documented and become a part of the project
report.
Further detailed designs may be necessary if the preliminary cost estimates do not indicate a distinct advantage for any alternate considered.
Factors that need to be considered in selecting a structure for a particular site include the geometry, economics, appearance, waterway crossing requirements or grade separations for railway and
highway crossing requirements, and clearances.
Bridge aesthetics should be considered in the preliminary design of structures which are highly
visible to the traveling public. The designer will consult the Bridge Squad Leader at field check to
determine if the structure should be considered for any aesthetic treatment. Unless prior approval
from the State Bridge Office, the costs for aesthetic treatment will be limited to 3% of the bridge
costs when compared to the same structure without aesthetic considerations. An agreement is
required with the locals for the maintenance of all aesthetic items, KDOT will not maintain aesthetics.
In selecting the type of bridge for a particular site, the designer has several factors to consider.
Based upon experience over the past several years, the reinforced concrete haunched slab bridge
has proven to be the most efficient and maintenance-free bridge that KDOT uses. This type of
bridge provides a minimum clearance requirement and should be given consideration at all sites
for stream crossings having a drainage area greater than about 5 square miles. However, the
haunched slab bridge may be used efficiently for stream crossings with a low clearance requirement even for large drainage areas such as the Chikaskia and Ninnescah Rivers. For sites in which
the drainage area is less than 5 square miles, the reinforced concrete box bridge should be considered, except at locations where geometrics (grade line) dictate that a span bridge would be more
efficient. Also, for sites with more than 5 square miles of drainage area, multi-span boxes may be
dictated by the grade.

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Design Manual
Drift is a concern for all structures, especially in the selection of RCB bridge opening. The problem of drift must be considered in pier selection, such as open pile bents versus encasements or
columns with web walls. If the channel flowline is on sufficient grade, the use of a drop-taper
reinforced concrete box (RCB) bridge should be considered.
For an overpass structure, KDOT policy precludes the use of cast-in-place concrete construction
for almost all new bridges over railroads and highways. Slab construction may be used for township or county roads where the construction clearance requirements would not be excessive. The
use of steel or concrete should be considered. Minimum clearance can be obtained by the use of
steel beams or shallow welded plate girders. In cases where clearance is not a problem, prestressed girder beams may be more efficient, since the joints are located at the piers rather than at
points of contra flexure. Prestressed panels should be considered when prestressed beams are used
on overpasses. Because of FHWA policy on the use of composite steel beams, short span composite steel beams probably would not be economical. Construction problems do exist on composite
steel beam bridges designed on a skew due to the interference of the transverse reinforcing steel
placed perpendicular to the centerline conflicting with the shear studs.
To minimize redesign, the following items should be determined as early as practicable:
1.
Typical section and alignment (both vertical and horizontal)
2.
Type of structure
3.
Hydrology and Hydraulic requirements

"HEC-18 "Evaluating Scour at Bridges" recommends a scour estimate for the
type, size & location (TSL) phase (Section 2.2).
4.
Makeup of span lengths (same or varying)
5.
Depth to span ratio of structure
6.
Pier locations
7.
Material (steel, concrete, etc.)
8.
Maintenance of traffic
9.
Need for elimination of falsework
10.
Drift
When rehabilitating an existing bridge, refer to the bridge maintenance packets to determine if
previous maintenance or rehab work has been done to the bridge. The maintenance packets are
located in the Bridge Management Section.

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Design Manual
There are two types of maintenance packets, Regular and Special Inspection.
Regular Packets: Bridge Management keeps a packet for each bridge on the system. The
packets contain inspection information, bridge plans, contract costs, hydraulic
assessment checklists, etc. Designers can check the packets out, but it is critical to
check them out properly as these packets are the only copy. Designers will not
keep packets longer than two weeks.
Special Inspection Packets: Bridge Management creates separate individual packets for
special inspections. Special inspections include underwater, pin and hanger,
fracture critical and routine snooper. Bridge packets which have a supplementary
inspection have a colored sticker attached to them indicating that another packet
with special inspection information exists. The color code is:
Green
Red
Blue
Yellow
Fracture Critical
Pin and Hanger
Underwater
Special Snooper
The special inspection packets are in separate files in the Special Inspection Office. These
packets may be checked out for the day only. Please inform someone in Special
Inspections if a packet is checked out.
The Underwater Inspection packets may be very useful when setting footing depths.
Use the following guideline when widening a LFD designed steel girder bridge:
Widening without redecking: Use LFD design and rating.

Widening with redecking made composite (add studs) for steel structure designed to
H15 or HS15: Use LFD design and rating.
Widening with redecking made composite (add studs) for steel structure designed to
H20 or HS20: Use LRFD design and LFD rating.
2.1.1 Span Lengths and Substructure

The length of a bridge at any given site will be determined by the requirements for horizontal
clearance at grade separations (Railroad and/or vehicle roadway) or by the requirements for
waterway opening at stream crossings. In many cases, location and type of supports are governed
by foundation conditions, clearance requirements and appearance. For any given total length of
bridge, there are a number of combinations of number of spans and length of spans that can be
utilized. In general, an efficient system would result by selecting a span arrangement that
minimizes the number of substructure components (i.e., except for shallow foundations fewer
piers with longer spans). For bridges across streams, the span lengths would be controlled by a
combination of foundation requirements, height of piers, hydraulic considerations and facility of
construction. For stream crossings the design should avoid the location of a pier in the middle of
the stream where feasible.

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Design Manual
As a guideline for selecting span lengths and bridge types, the following table is presented to
indicate the "Efficient" Range of span lengths. The table is based upon past experience.
Table 2.1.1-1 Efficient Length of Span Range
Length of Span
*Ideal Span Ratio
Concrete
30 to 100 ft.
1:1.4
Structural Steel Plate

Girder (Composite)
80 to 240 ft.
1:1.25 Uniform
1:1.33 Haunched
Steel
Rolled
(Composite)
40 to 120 ft. **
1:1.25
Reinforced
Deck Girder
Beam
** Rolled Beam may be extended by cover plating. Coordinate with the State Bridge Design
Office on this concept.
Reinforced Concrete
Box Girder
40 to 100 ft.
K-2 Prestressed
Concrete Girder (Composite)
40 to 60 ft.
1:1
K-3 Prestressed Concrete Girder (Composite)
50 to 70 ft.
1:1
60 to 100 ft.
1:1
80 to 120 ft.
1:1
Reinforced
Concrete
Haunched Slab
30 to 65 ft.
1:1.33
Post-tensioned Concrete
Haunched Slab
50 to 90 ft.
1:1.33

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Design Manual
Reinforced
Concrete
Box Culvert (Single or
Multi-cell)
5 to 28 ft.
1:1
Prestressed Concrete Tee

Girder
40 to 70 ft.
1:1
Prestressed Double Tee
20 to 50 ft.
1:1
Prestressed Voided Slab
25 to 50 ft.
1:1
Prestressed Inverted Tee
40 to 80 ft.
1:1
*The span ratio for continuous bridges ideally balances design moments (0.4 point end
span to 0.5 point interior span); for prestressed beams the ratio is governed by economics.
2.1.2 Bridge Roadway Width

The roadway width of a bridge is the distance between the bottom of curbs or from face to face of
railing, whichever is less. The bridge width is dependent upon the number of traffic lanes and the
shoulder widths.
Roadway widths depend on the functional classification in conjunction with the highway design
speed and traffic volumes. There are different criteria that apply to bridge widths depending on
whether the project is a rehabilitation, major reconstruction or new construction. The length of a
bridge is also a factor in determining its proper width.
For rehabilitation projects, reference is made to the publication "Policies for the Rehabilitation of
Highways and Bridges for Other than Interstate and Freeways on the State Highway System of
Kansas", Febr.1990, otherwise known as the "KDOT 3R Standards". The 3R Standards include
minimum bridge widths for "Remain-in-Place" bridges.
If the purpose and scope of a project is primarily for reconstruction or expansion of the system,
Appendix I in the above referenced publication contains the State Transportation Planning Route
Classification Map and New and Major Reconstruction Standards. The design standards listed in
Table I-1 should be used in associated with "A Policy on Geometric Design of Highways and
Streets" by AASHTO, latest edition, to arrive at the appropriate bridge width.
In general, the minimum horizontal clearance for a low traffic count highway should be 8 feet
greater than the traveled way which would be 32 feet for principal and minor arterials. The
desirable bridge width for high type urban interstate or freeway bridges is the shoulder to shoulder
roadway. For collector and local roads and streets, the minimum bridge width for a low traffic
count should be 28 feet.
There may be special conditions that deviate from the above policies in which case justification is
required. The bridge roadway width as shown on the KDOT Construction Authorization (Form
883) is to be used as a design criteria until a deviation is justified (at or before Field Check).

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Design Manual
2.1.3 Berm Configuration and Embankment Slopes

Abutment berms provided are required to be a minimum top width of 4 feet with a slope of about
10:1 for drainage of surface water away from the abutment. When selecting the spans and bridge
length, preference should be given to providing a 15 to 20 foot natural ground bench between the
toe of the berm and the edge of the channel change or stream slope. For grade separations, it is
quite common to provide reinforced concrete riprap or a 6" layer of aggregate on the berms and
slopes for overpass bridges over interstate highways, major state highways, railroads and in urban
areas. Railroads generally require concrete riprap to prevent berm soil erosion from entering the
railroad ballast. In general, the slopes for these embankments should not be steeper than 2:1.
Slopes steeper than 2:1 are considered unstable and are to be verified by geotechnical analysis.
The details shown on the Reinforced Concrete Riprap Sheet
Figure 2.1.3-1 Reinforced Concrete Riprap (Std BR130), should be used as a guide when
reinforced concrete riprap is used. These details cover cases in which a concrete-lined ditch may
or may not be utilized. The lateral edges of the slope paving shall be provided with a cutoff wall
for control of possible erosion. The minimum width for the reinforced concrete shadowline riprap
is the bridge width plus 10 feet (5 feet each side). If bridge drainage can drop on the riprap from
bridge drains or open curb, this dimension should be increased when erodible soils are present.
Also, splash blocks under the drains may be required at some locations.
The bridge seat clearance,Figure 2.1.3-4 Bridge Seat Clearance, depicts the location of the berm
with reference to the bridge seat and the location of the bottom of the abutment beams for the
various types of superstructure. The clear distance required for Soffit bridges is greater than for
girder-type bridges in order to provide headroom for forming and subsequent construction of
berms and for maintenance inspection.
For stream crossings, it will generally be economical to provide bank protection in the initial
construction rather than have extensive repairs in the future. Therefore, the practice should be to
provide sufficient embankment protection to minimize future maintenance. Where average
stream flow velocities exceed the minimum permissible erodible velocities of the embankment
material, movement of embankment material can be expected. Although theoretical velocity
distribution would indicate that the velocity along the banks (contact area) is less than the
computed average velocity for the entire cross-section, locally high velocities may exist at the
nose of the embankment due to constriction and lateral flow. For this reason, the computed
average velocity is used as a guideline to determine the requirements for bank protection.
Commonly quoted permissible velocities from texts are 2.5 fps for fine sand and 3 to 4 fps for
silty clay. It is KDOT's experience that higher velocities for average open span bridge conditions
can be tolerated without undue harm. See Section 2.3.9.1 General for additional information.
Velocities should be investigated at the design flood frequency. For major crossings, the
velocities for the 100-year flood should also be evaluated. The designer should be aware that in
some instances, a lower frequency may produce hydraulically worse conditions with respect to
riprap stability. Therefore, when designing riprap, investigate several discharge levels so that the
design is adequate for all discharge conditions. The minimum clearance requirements should be 2
feet above the high water at the design frequency.

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Figure 2.1.3-1Reinforced Concrete Riprap (Std BR130)

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Figure 2.1.3-2 Bridge Berm and Slope Protection - Straight Wingwall (Std BR132A)

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Figure 2.1.3-3 Bridge Berm and Slope Protection - U-Type Abutment (Std BR132B)

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Figure 2.1.3-4 Bridge Seat Clearance

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2.1.4 Bridge Approaches

When designing abutment structures, provisions need to be made for temperature movements and
pavement growth.
As a guideline to determine when approach slabs are required and what size and type of joints to
use, see the DESIGN POLICY on Approach Slab Design on the following pages.
See SectionFigure 11.2-1 Typical Abutment Connection to the Approach Slab for details of the
abutment bars to be used when the approach slab is to be tied to the abutment.
DESIGN POLICY on Approach Slab Design
This Policy includes all open span bridge structures designed by the KDOT.
Note: Use the following Standards Drawings with this Policy:
1. Std. RD711 -Miscellaneous Details for Concrete Bridge Approach Pavement
2. Figure 2.1.4-4 Std. RD712 -Expansion Joint Details (Bridge Approach Slabs)
3. Figure 2.1.4-5 Std. RD713 -Concrete Bridge Approach Pavement (Normal Approach)
4. Figure 2.1.4-6 Std. RD713A -Concrete Bridge Approach Pavement (U-Type Approach)
5. Figure 2.1.4-7 Std. RD714 -Concrete Bridge Approach Pavement (Skewed Approach)
6. Figure 2.1.4-8 Std. RD714A -Concrete Bridge Approach Pavement (Skewed Approach)
(U-Type Abutment)
7. Figure 2.1.4-9 Std. RD715 -Concrete Bridge Approach Pavement (Adjacent to Asphalt
Surface)
8. Std. RD715A -Concrete Bridge Approach Pavement (Adjacent to Asphalt Surface) (UType Abutment)
9. Std. RD628 -Flume Inlet and Slope Drains
Note: Use Special Provision 07-07012 in conjunction with the above Standard Drawings:
For repairs use the bid item below, otherwise the joint is Subsidiary to Concrete (Gr. 4.0)
Expansion Joint (Membrane Sealant*)
*Type (Poly-Tight, Seal-Tight,WaboHSeal, Emseal)
General Guidelines:
A.
Free-standing Abutments

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1.
Concrete Pavement:
a.
b.
c.
d..
e.
f.
2.
Design Manual
Use Standard Drawing for 33 ft. Concrete Bridge Approach with the 13 ft.
slab attached to the bridge abutment.
If abutment is skewed, make the 13 ft. slab parallel to the abutment and
make the end of the 20 ft. section normal to the centerline of the roadway.
Use abutment aggregate drains or use strip drains for Standard RCSHs.
Use Road Standard RD712 for the joint between the 13 ft. and 20 ft.
concrete approach slabs, and for the pressure relief joint at the End of
Approach Slab (EAS).
Use 4" curb under guard fence unless parallel wings are used.
Superelevated slabs may require a special flume design.
Asphalt Pavement:
a.
b.
c.
d.
e.
f.
g.
Attach 13 ft. slab to bridge abutment RD715.

Add the additional 20 ft. slab, if required to handle drainage (i.e. flume
inlet).
If skew is greater than 10, add the additional 20 ft. concrete slab and make
the end normal to the centering of the roadway.
concrete approach slabs and no pressure relief joint at the End of Approach
Slab (EAS).
Use 4" curb under guard fence for unless parallel wings are used.
Integral or Semi- Integral Abutments

B.
When maximum length of thermal expansion is less than: 380 for steel bridges and
410 for concrete bridges
1.
Concrete Pavement
a.
b.
c.
d.
e.

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slab attached to the bridge abutment. Use abutment aggregate drains or use
strip drains for Standard RCSHs.
concrete approach slabs, and for the pressure relief joint at the End of
Approach Slab (EAS).
If skewed, reduce the maximum length of expansion by 3% for every 10
degrees of skew. (i.e. for a 35 degree skew steel bridge the maximum
length of expansion is 340)
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2.
Asphalt pavement, with thermal movement less than 1/2, or non-skewed

abutment or skewed less than or equal to 10
a.
b.
c.
d.
e.
3.
Design Manual
Attach 13 ft. slab to bridge abutment.

Use Road Standard RD715 for the Approach Details.
Superelevated slabs may require a special flume.
Asphalt pavement, with thermal movement greater than 1/2, or abutment skewed
greater than 10
a.
b.
c.
slab attached to the bridge abutment.
concrete approach slabs and no pressure relief joint at the End of Approach
Slab (EAS).
d.
e.
Use 4" curb under guard fence for 8 ft.() unless parallel wings are used.
Superelevated slabs may require a special flume.
II. Special Concrete Approach Slab

A. When the abutment is skewed and the longer dimension of the 20 ft. slab is
less than or equal to 60 ft., the approach slab standard drawing shall be
modified to include a skewed transverse contraction joint as shown in
Figure 2.1.4-2 Special Concrete Approach Slab < 60 ft...
B. When the abutment is skewed and the longer dimension of the 20 ft. slab is
greater than 60 ft., an additional 10 ft. slab and skewed contraction joint
shall be added to limit the maximum length between contraction joints to
30 ft. or less as shown in Figure 2.1.4-3 Special Concrete Approach Slab >
60 ft.. A special detail sheet shall be included in the plans to describe this
special concrete approach slab.
Joint Types for Integral and Semi- Integral Abutments

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New Construction:
KDOT will use a Membrane Sealant for all joints at the end of the 13-0 approach slab and in
pressure relief joint location at the end of the 20-0 approach slabs. KDOT has decided to use a
standardized joint material size of 3x4. The length of thermal expansion defines the range of
applicability for this joint. Use Road Standard RD712 detailing Membrane Sealant for a length
of expansion less than 410 for concrete bridges and 380 for steel bridges. Reduce this length by
3% for every 10 degree of skew angle. The length of expansion used for these structures is either
a fixed point, such as a bolster, or the center of stiffness of the structure.
Create a temperature gap table based information found in 14.2.1 Membrane Sealant. The intent is
to construct, in the same manner with the same material, all structures falling within the length of
expansion described above. Place the gap table on the Construction Layout Sheet.
This uniformity of joint material, size, type, construction methods and use by KDOT is intended
to improve the overall performance and durability. KDOTs maintenance forces are able to repair
or replace this type of joint with minimal traffic disruptions, and a long-term review of this joint
type has yielded satisfactory results when installed and sized accordingly.
Maintenance Work:
KDOT has limited the types of approach slab joints to; two part silicon with backer rod, preformed elastomeric neoprene (Jeene Type) & strip seal type joints. These joints are located at the
end of the 13-0 attached approach slab. In general, joints shall be sized according to the Figure
2.1.4-1 Joint Movement vs. Skew . If the joint exceeds the value(s) in the chart and a special
design is required the designer will investigate the manufactures literature to determine appropriate joint size. The maximum opening at the coldest design temp will be 4. Joints with openings >
3 should be an armored type joint. Strip seals have been used successfully for total bridge opening, up to 4

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Figure 2.1.4-1 Joint Movement vs. Skew

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Figure 2.1.4-2 Special Concrete Approach Slab < 60 ft.

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Figure 2.1.4-3 Special Concrete Approach Slab > 60 ft.

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Figure 2.1.4-4 Std. RD712

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Figure 2.1.4-6 Std. RD713A

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Figure 2.1.4-8 Std. RD714A

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2.1.5 Bridge Numbers, Serial Numbers and Bridge Number Plate

Bridge Number:
The Bridge Number consist of four numbers: 1) the controlling route, 2) the county number, 3) the
county reference of the controlling route, and 4) the serial number (always enclosed in
parenthesis).
Example:
54-87-12.24(274)
Route: US-54 controls

County: 87 (Sedgwick)
County Reference*: 12.24 US-54 mileage from the west county line.
Serial Number: (274) (See the discussion below on Serial Numbers.)
When multiple routes are carried on one alignment, the controlling route is as follows:
1st - Interstate Route Designation (from lowest to highest).
2nd- U.S. Routes Designation (from lowest to highest).
3rd- K-Route Designation (from lowest to highest)
The route designation for ramp structures are based on the controlling state route leading to the
ramp bridge. If the route leading to the ramp bridge is not a state route, then use the state route
leading from the ramp bridge. When multiple routes are carried on one alignment see above.
County Reference increase as they go from West to East or South to North. They will either begin
at the West or South county border or at the beginning of the route. (There are a few exceptions to
this rule). The county reference is not to be confused with the State Reference Point which
matches the mile markers on the side of the road. These mile markers start at the state line borders
or at the beginning of the route and increase as they proceed across the state. Increasing from
West to East and South to North. Only time the county reference will match the state reference
point if the route starts in the same county.
Contact KDOT Planning section to obtain a tie from the beginning station of the project to the
county reference point. This tie uses strip maps & previous projects to determine the distance
from the county line/ beginning of route to project beginning station.
Calculate the county reference for an existing structure along the centerline of the route or project.
For twin bridges where the centerline bridge references differ by less than 0.01 miles, the bridge
on the left will be the odd number, the bridge on the right will be even.
Examples:
County Reference = 5.136
County Reference =5.143
County Reference =5.130

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Left Bridge =5.13

Left Bridge =5.15
Left Bridge =5.13
Right Bridge=5.14
Right Bridge=5.14
Right Bridge=5.14
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Bridge Serial Number:

The Bridge Serial Number is assigned to a bridge structure to uniquely identify that structure
within the county. (Each county has its own serial numbers.) The county number and the serial
number together uniquely identify this structure within the state. The Bureau of Transportation
Planning assigns serial numbers to the structures. The Bridge Special Assignments Section
coordinates the requests and is the point of contact for Bridge Squad Leaders. the request form is
located at BridgeSerialNumberRequestForm.
Culvert Serial Numbers:
Serial Numbers are also required on 10 to 20 Structures, (Formerly known as 500 Series).
These are structures less than bridge size that the Bridge Management Section inspects and
maintains a data base of information on. See the State Bridge Office Policy and Procedures
Manual for information on 500 series culverts and serial number request forms.
Bridge Number Plate:
There will only be one bridge number plate mounted on each bridge with the Exception*. Do not
place bridge number plate on local bridges or bridges to be turned over the local authorities. Place
the plate on the bridge as follows:
a.
Four lane divided roadway
Approach abutment on right.
b.
Two lane roadway
Approach abutment No. 1 on right.
c.
*For all Side Road Overs
6 feet above ground, on right column or on exterior column

for two span bridge, on the approach face.
Use the following rules to decide whether to change the year built on new bridge number plates:
If the Serial Number changes, the year built changes.
If the Serial Number doesnt change, the year built doesnt change, except
Change the year built, if the entire superstructure is replaced, even if the Serial Number
doesnt change.
For rail replacement, remove and reset the original bridge number plate.
Note: Approach is defined as traveling in the direction of increased stationing, for two lane roadways.
* For state route over state route (i.e. K-4 over US-24) there will be two bridge number plates, one
on the column and one on the bridge rail (Abutment No. 1 on the right) both will reference the
bridge.
Note: For local side road over the state route will be referenced.

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2.1.5.1 Structure Responsibilities

The ownership, maintenance and identification for State (KDOT), Kansas Turnpike Authority
(KTA), Cities, Counties (Local), and Wildlife and Parks (W&P) structures are described below.
Structure Responsibilities:
State System: All I, US, and K Routes
Turnpike: All or part of I-70, I-335, I-470
Wildlife & Parks: K-900;
Local: City or County
Structures built on, over or under State Routes are assigned a Serial Number. (Needed for
cost, vertical & horizontal clearance, and load capacity)
Projects with a Route number will be reviewed by the SBO. (If local entity structure is on,
over or under a State Route)
Local projects will only be reviewed by SBO when requested (no State Route involved)
(Unique or complex project)
Table 2.1.5-1 Structure Responsibilities
Review
by
SBO
Serial No.
Br. No.
Plate
Agreement
needed
Responsibility
Project Type
Open Span
State Bridge
RT-CO KA-XXXX-XX
State RCB Bridge
RT-CO KA-XXXX-XX
*State Wall
RT-CO KA-XXXX-XX
2000 No.
KTA
KTA - XXXX
Y.
**W&P
K900-CO K-XXXX-01
Local
CO C-XXXX-XX
Local Bridge
Built by KDOT
RT-CO KA-XXXX-XX
4000 No.
*Local Wall Built

by KDOT
RT-CO KA-XXXX-XX
3000 No.
Local 10 ft - 20 ft
Culvert Built by
KDOT
RT-CO KA-XXXX-XX
5000 No.
*Only for retaining walls greater than 6-0 tall measured from the top of the footing

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Contact the Office of Chief Counsel
Only if the structure appears in the structure log
Only if locals request it.
Structures built on State or Turnpike Projects will remain on that system (NBI Number
includes Serial Number)
Structures assigned Serial Numbers for tracking will be transferred to a Local entity (Transfer
State NBI to Local NBI Number) (Serial Number is not reused)
W&P will be notified of Additions, Removals and Modifications to their structures (Assign
W&P NBI Number) (Keep Serial Number for future tracking)
The above applies to bridges, culverts
10, and other serial numbered items (walls, etc.)
** For Wildlife and Parks Structures Maintained by KDOT and use of K-900 number
Show Route K-900 on:
Correspondence and Field Check Reports
Request for service from others
Shop details, falsework plans, shoring and erection plans
Pontis/Broms/Cansys (internal data base)
Bridge restriction
Contract plans (Except- Project Number and Title Sheet)
NBI Structure Number KDOT 9999 900 021 0941 same as W&P R-2MILR-01
Do not show K-900 on:
Form 883 Project Numbers
CMS and CPMS Project Numbers
Structure Log and Route Numbers (a separate listing is available)
The K-900 route number is not used on the 883 so therefore, it should not appear on the title
sheet of the bridge plans since it is not part of the official project number.

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2.1.6 Beam and Girder Labels

Label bridge beams and girders according to Figure 2.1.6-1. For additional information see Section 705 of the Standard Specifications.
Figure 2.1.6-1 Typical Section for Girder Labeling
Bent Layout: Piers and abutments shall be numbered according to Figure 2.1.6-2.
Figure 2.1.6-2 Plan View Girder Labeling
Splice Layout: Bolted and weld splices shall be number according to Figure 2.1.6-3.
Figure 2.1.6-3 Elevation Splice Labeling

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2.2 GRADE SEPARATION STRUCTURES

2.2.1 Bridge Roadway Clearance
The horizontal vehicular clearance should be the clear width measured between the bottoms of the
curbs or for bridges without curbs, the inside face of the railing. In most applications, the horizon
tal vehicular clearance should conform to tables shown in Section 2.1.2. For vertical clearance,
the vertical height should be measured above the roadway at the crown or the high point of superelevation. Vertical clearances for interstate bridges shall be designed for at least 16- 4" over the
entire roadway width, including the usable width of the shoulder. For other bridges, the vertical
clearance should generally be 15- 10". Both of the above vertical clearances provide a 4" allowance for a future wearing surface.
Figure 2.2.2-1 Vertical Clearance Diagram

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2.2.2 Horizontal and Vertical Clearance (Underpass)

2.2.2.1 Interstate and Freeway (Class A and B Routes)
For interstate and freeways that pass under other highway structures (SRO) the minimum vertical
clearance shall be 16- 0". (Exceptions to the vertical clearance requirement must be coordinated
with the FHWA and the Military Traffic Management Command Transportation Engineering
Agency APPENDIX 5: ENGINEERING MEMORANDUMS ). This applies for rural Interstate
and the single routing in urban areas, whether it is a new construction project, a project that does
not provide for correction of an existing substandard condition, or a project that creates a substandard condition of an existing structure.) Vertical clearance to Pedestrian Overpasses shall be 170". The same vertical clearance shall apply to project-over contiguous structures when the possibility of entering or exiting the interstate and freeways exist.
The horizontal clearance to the face of wall or pier (SRO) should be selected to preclude the use
of a barrier. The designer should coordinate the geometric features of a project (grade line and
roadway clearances) with the Road Section in the development of the clearances for the preliminary layout.
The horizontal distance from the edges of the through traffic lanes to an obstruction (pier columns
or walls), should be determined in accordance with the KDOT Policy on Roadside Design, Oct.
25, 1991. This policy references the ROADSIDE DESIGN GUIDE (RDG), AASHTO 1994 or
latest edition for the design of roadside features and appurtenances on new and reconstruction
projects on the Kansas highway system. KDOT policy states that the clear zone width will be
determined in accordance with the guidance provided in Figure 3.1 or Table 3.1 in the Roadside
Design Guide. (See Figure 2.2.2-2 Clear Zone Distance Curves).
Where it is not practical, from an economic standpoint, to provide the necessary clear zone to the
pier or abutments. See KDOT LRFD Bridge Design Manual Section 3.11 Abutment, Piers and
Walls for Structure Protection Guidelines. For guard fence clearance and spacing details, reference is made to Road Section standard detail sheets. Except as noted the horizontal and vertical
clearances for structures over shall provide spans to meet the clearance requirements of Section
2.2.2.2 Other State Highways
For discussion of railroad clearances, see Section 2.2.3 Clearance to Railroads.
2.2.2.2 Other State Highways

For state highways that pass under a side road over (SRO) or other structures, the minimum
vertical clearance shall be 15-10, local development and future interchanges should be
considered. The horizontal wall or pier clearance, if feasible, shall be in accordance with the clear
zone criteria as set forth in the "KDOT Policy on Roadside Design" to avoid the use of guard
fence. Highway over projects should provide spans to meet the clearance requirements of Section
2.2.2.1 or 2.2.2.3, as appropriate.

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2.2.2.3 Local Roads

Clearance for spans of State Highway over local roads should be determined by location
conditions. The minimum vertical clearance should be 15-4" over the usable width of the
roadway. This minimum vertical clearance will consider local development or a future
interchanges at field check. If the local road is an interchange with the State Highway, the same
vertical clearances as the State Highway should be provided. The horizontal clearance should be
that required for a clear zone or a guard fence. If a guard fence is used, the clearance to the face of
the wall or pier should be provided consistent with the expected barrier deflection from impact.
For a steel plate guard fence this clearance should be 5 ft.
The minimum horizontal clearance should be adequate to provide for the minimum roadway that
is required by Statute 68-1109 as stated in 1.2 LEGAL REQUIREMENTS. For low-speed rural
collectors and rural local roads, a minimum clear zone width of 10 ft. should be provided. The
minimum clearance for structures allowed to remain in place should be 14 ft.
2.2.2.4 Construction Clearances

See Figure 2.2.3-2 Construction Clearance Details (Railroad) for required construction
clearances. For Bridge Construction Clearances see Section Figure 2.2.3-2b Construction
Clearance Diagram for minimum dimensions and signing.

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Figure 2.2.2-2 Clear Zone Distance Curves

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Figure 2.2.2-3 Clear Zone Distances

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2.2.3 Clearance to Railroads

The minimum clearance for railroad grade separations should be the minimum requirements of
American Railway Engineering and Maintenance-of-Way Association (AREMA) or in accordance with the requirements of the railway having jurisdiction.
It should be noted that federal funds are eligible to participate in the cost of railroad structures
provided FHWA criteria for horizontal and vertical clearances up to a specified limit are met.
Clearances greater than those specified require special justification for FHWA participation. On
the other hand, Railroad companies have their own individual clearance regulations which may or
may not correspond to FHWA's clearance criteria. Final clearances to railroad structures are ultimately handled on a case-by-case basis to reach an agreeable solution between all parties
involved.
In general, clearances should be such that no permanent obstructions are within a horizontal distance of 18-0 from the centerline of tracks or a vertical height of 23-4 above the top of rails.
For electrified railroad lines, minimum vertical clearance is 23-3 for a 25 KV line and 25 ft. for
a 50 KV Line. The above vertical clearances may need to be increased to allow for future ballasting of tracks. The Kansas Corporation Commission requires special approval for vertical clearance of less than 22-6. The designs for bridges over railroads must provide additional structure
length to permit the construction of embankment fill slopes, railroad track roadbed with ballast
and drainage ditches. See Figure 2.2.3-4 Desirable Design Clearances (Railroad) for KDOT recommended minimum clearances for new overpass structures.
Piers supporting bridges over railways and located within 25 ft. of the centerline of the track shall
be of heavy construction or shall be protected by a reinforced concrete crash wall. The AREMA
Manual for Railway Engineering gives crash wall criteria for columns adjacent to railroads as follows (1990 Specifications):
Piers supporting bridges over railways and with a clear distance of less than 25 feet from the centerline of a railroad track shall be of heavy construction (defined below) or shall be protected by a
reinforced concrete crash wall. Crash walls for piers from 12 to 25 feet clear from the centerline
of track shall have a minimum height of 6 feet above the top of rail. Piers less than 12 feet clear
from the centerline of track shall have a minimum crash wall height of 12 feet above the top of
rail.
The crash wall shall be at least 2 feet, 6 inches thick and at least 12 feet long with 6" of cover on
the pier column (See Figure 2.2.3-3 Crash Wall Details). When two or more columns compose a
pier, the crash wall shall connect the columns and extend at least 1 foot beyond the outermost columns parallel to the track. The crash wall shall be anchored to the footings and columns, if applicable, with adequate reinforcing steel and shall extend to at least 4 feet below the lowest
surrounding grade.
Piers shall be considered of heavy construction if they have a cross-sectional area equal to or
greater than that required for the crash wall and the larger of its dimensions is parallel to the
track."

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Top of footings within 25 ft. from centerline of track shall be a minimum of 6 ft. below the base of
rail. Drilled shafts with a diameter not greater than 2 ft. plus the column diameter are exempt from
the 25 ft. clearance requirement.
For new construction, KDOT design policy for railroad structures shall be as follows:
Based on BNSF / UP Guidelines for Railroad Grade Separation Project, May 2007
Horizontal Clearances:
1.
A horizontal clearance of 20-0" from the centerline of the tracks to the abutment slopes
will be required. The reference point for measurement on the abutment slope is the
location on the slope with the same elevation as the top of the tracks. However, drainage
and other special conditions may justify additional clearance. A railroad policy or practice
of providing greater clearance does not in itself provide adequate justification. The
additional horizontal clearance beyond the 20-0" are to be justified by hydraulic analysis
or be demonstrated as being necessary at this location.
2.
Off-track maintenance may extend the 20-0" criteria an additional 8-0" when justified by
need.
3.
All piers should be placed at least 9-0 horizontally from the centerline of the track and
preferably beyond the drainage ditch. Clearance of 25-0 to the obstruction precludes the
use of crash walls. The Bridge Section will request an exception from the railroad when
the clearance is 20-0 or greater and/or when a substantial pier is used. (See Figure 2.2.34 Desirable Design Clearances (Railroad))
4.
New structures may be sized with the appropriate clearances listed above for future tracks
if the railroad in question can show a definite demand and plans for installation are within
a reasonable time frame.
Vertical Clearances:
1. The minimum permanent vertical clearance, per Code of Federal Regulation, shall be 23 - 4
measured from the top of the highest rail to the lowest obstruction under the structure.(See 23
CFR 650, Subpt. B, Appendix.) KDOT will use a preliminary design vertical clearance of 23-6
to allow for minor track fluctuations after the field survey, and to allow for minor profile grade
and structure depth changes during design. The 23- 4 permanent vertical clearance must not be
violated due to deflection of the superstructure. Additional vertical clearance may be required for
items beyond those stated above. These items include: correction of sag in the track, construction
requirements and future track raise. The profile of the existing top-of-rail, measured 1000 feet
each side of proposed Overhead Structure, shall be shown on the plans. If the profile indicates sag
at the proposed bridge location, the vertical clearance from the top of the highest rail to the bridge
shall be increased sufficiently to permit raising the track to remove the sag. A note should be
added to the profile stating, The elevation of the existing top-of-rail profile shall be verified
before beginning
2.
The following vertical clearances will be required when the railroad has documented their
intentions to add electrification to the lines in question:

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25 KV
50 KV
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24-3"
26-0"
Candidate rail routes for electrification may be established by submitting the following data:
a.
A copy of the formal plan adopted by the railroad to identify routes to be electrified. Each
route is to be cover a logical independent segment. Maps and drawings are required.
b.
A time schedule for implementation. No fixed time frame is required, but it must be
reasonable within business planning parameters.
c.
Copies of corporate headquarter's actions indicating ongoing activity and expenditure of

funds. If available, information on the treatment of all other existing grade separations
would be helpful.
Miscellaneous Clearance Requirements:

1.
Railroad communication lines require 2-0" clearance minimum from the bridge structure.
2.
See Figure 2.2.3-2 Construction Clearance Details (Railroad) for construction clearances.
Rehabilitation projects involving railroads will be examined on a case-by-case basis. Special site
conditions may demand clearances differing from those listed above. The FHWA intends to
provide funds if the clearances provided appropriately address the site conditions and meet the
approval of the State involved.
For additional requirements and regulations concerning Railroads see 1.2.6 Railroad Agreement
Lighting:
All new or modified Overhead Structures exceeding 80 feet in width shall provide a lighting system to illuminate the track area. However, subject to the Railroad Local Representative, lighting
shall be provided for all structures less than eighty (80) feet in width in areas where switching is
performed or where high vandalism and/or trespassing have been experienced. Care shall be taken
in lighting placement such that trains will not mistake the lights for train signals nor shall they
interfere with the train engineers sight distance for existing signal aspects. All lights shall be
directed downward.
Provide temporary lighting for all falsework and shoring areas.The minimum lighting design criteria shall be an average of one (1) foot-candle per square foot of structure at the Railroad tracks.
Use Holophane module 600 underdecking type luminaries or equal as required. Fixtures shall be
installed on the column walls or caps of the Overhead Structure without reducing the minimum
horizontal and vertical clearances. Maintenance of lights shall be the responsibility of the Applicant. Access to perform any maintenance for lights shall be coordinated with the local Railroad
operating unit. Structures with separation over ten (10) ft. from each other shall be considered as
independent structures for the purposes of lighting.

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Figure 2.2.3-1 Design Guide for Track Protection

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Figure 2.2.3-2 Construction Clearance Details (Railroad)

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Figure 2.2.3-2a Construction Clearance Diagram (Railroad)

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Figure 2.2.3-2b Construction Clearance Diagram

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Figure 2.2.3-3 Crash Wall Details

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Figure 2.2.3-4 Desirable Design Clearances (Railroad)

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2.3 STREAM CROSSING

2.3.1 General
Bridge design includes not only the structural capacity to support highway traffic loads, but the
hydraulic capacity to accommodate stream forces and stream flow. The bridge is not an isolated
part of the hydraulic design. The hydraulic design of stream crossings includes the entire roadway
system that encroaches on the flood plain. The objective of the hydraulic design is to identify the
stream forces that may cause harm to the bridge or roadway system and to find an adequate
length, location, and elevation of the bridge that will provide a safe level of service acceptable to
the needs of the traveling public without unreasonable effect on the adjacent property.
In addition to the information found in this section, applicable guidelines, policy, and design
criteria are also found in the Road Section Design Manual, Part C, Elements of Drainage and
Culvert Design. It is also noted that the concepts in this section are consistent with the AASHTO
Model Drainage Manual. KDOT's Attachment 2.3.3.1-1 Risk Assessment for Encroachment
Design and KDOT's Hydraulic Assessment Checklist for Drainage Design are found in
Section 2.3.12.
The guidelines noted in this Section on stream crossings are applicable for open span bridges,
bridge size culverts, and culverts with a span of 10 ft. or greater and with a waterway opening
greater than 100 ft2. In general, the lower limit of drainage basin size would be in the range of
400-600 acres. A Hydraulic Assessment Checklist for Drainage Design shall be completed for
the structures listed above, including RCB Extensions.
Bridge field check plans shall include a contour map on all bridge structures including
interchanges, bridge-size boxes and bridge-size box extensions. Include a contour map on 10 to
20 Structures*, (Formerly known as '500' Series Structures) for special conditions.
* 10 to 20 Structures, (Formerly known as '500' Series Structures):
Reinforced Concrete Box structures with a total width of 10 feet. or greater (measured
perpendicular to the centerline of box from inside to inside of exterior walls) are
considered 10 to 20 Structures, (Formerly known as '500' Series Structures). RCB's less
than 10 feet, measured as described above, are considered culverts. An RCB becomes a
'Bridge' when its overall width (measured along centerline of roadway) exceeds 20-0".
Multiple pipes are considered 10 to 20 Structures, (Formerly known as '500' Series
Structures) when their contiguous width is 10 feet or greater measured along centerline of
roadway, otherwise they will be considered culverts. (Pipes are contiguous when the
distance between the pipes is less than half the diameter of the pipes). For additional
explanation of 10 to 20 Structures, (Formerly known as '500' Series Structures) see the
KDOT "Bridge Inspection Manual." see Figure 2.3.1-2 10 to 20 Structure Definitions

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Figure 2.3.1-1 Box Size Definitions

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Figure 2.3.1-2 10 to 20 Structure Definitions

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2.3.2 Policy
As noted in the KDOT Road Section Design Manual, Part C, the criteria for drainage design will
be "....based on the concept of reasonable measures." To further clarify this concept, the following
excerpt from the AASHTO Drainage Guideline (1987), Section 4.1.2.6, is quoted, which explains
the application and liabilities associated with the "Reasonable Use Rule."
"Under the reasonable use rule, a possessor of land is legally privileged to make a
reasonable use of his land even though the flow of surface waters is altered thereby
and causes some harm to others. The possessor of land incurs liability, however,
when his harmful interference with the flow of surface waters is unreasonable. The
issue of reasonableness or unreasonableness is a question of fact to be determined
in each case upon consideration of all relevant circumstances. In determining the
question of reasonableness under the reasonable use rule, it is proper to take into
consideration such factors as the amount of harm caused, the foreseeability of the
harm which results, the purpose or motive with which the possessor acted, and
other relevant matters such as whether the ability of the possessor's use of his land
outweighs the gravity of the harm which results to his neighbor from alteration of
the flow of the surface waters."
It is a responsible approach to drainage design which, based on long-term experience, provides an
economical solution with a minimum of problems for the great majority of drainage installations.
It is the practice of KDOT that the drainage design will include an evaluation of "reasonableness"
which shall include factors relating to the highway facility and to the adjacent non-highway
property as well. "Reasonable" design practice will include a documented assessment of harm or
damages to all property.
It is also noted that highway drainage structures do not cause or create flooding. Flooding is
caused by rainfall events in excess of the stream channel capacity. It is apparent that property is
subject to flooding with or without the presence of highways. It should be considered that only the
incremental increase in flow conditions above natural or existing flood conditions should be used
in the evaluation of "reasonableness" of highway crossings.

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2.3.3 Guidelines for Evaluation

2.3.3.1 General Requirements
1. The principle of reasonableness and judgment will govern the drainage design at all locations.
Locations that will require additional and more specific design criteria are as follows: urban
areas; residences in rural areas; highway systems that interact with flood control projects;
permanent impoundments; and encroachments on a flood plain regulated under the authority
of the National Flood Insurance Act of 1968. A Hydraulic Assessment Checklist will serve
as part of the documentation needed for a reasonableness evaluation.
2. A detailed economic accounting of all factors is not justified for general design practice.
However, a subjective or relative comparison of the factors is required to determine
reasonableness. It is expected that the factors used in the subjective or qualitative
comparison will be documented in the design notes. The information found in the
Attachment 2.3.3.1-1 Risk Assessment for Encroachment Design and the Attachment
2.3.4-1 Hydraulic Assessment Checklist for Drainage Design may be used as a guideline.
The checklist is required for all bridges and for large culverts less than bridge size. A Bridge
Site Report (i.e., Designer's Hydraulic Report) may also be required. An example of a Bridge
Site Report is found inAttachment 2.3.12-1 Risk Assessment for Encroachment Design.
Some locations require a detailed economic accounting of the risks and potential harm.
Information found in the Federal Highway Administration (FHWA) publication, "Hydraulic
Engineering Circular No.17," (HEC-17) may provide assistance for the evaluation.
3. Each site requires that the designer review the field notes, aerial photographs, county map,
USGS Quad sheet, ground photos, and hydraulic computations to identify all factors pursuant
to a determination of "reasonableness." The field notes generally include information of
historic highwater and frequency of flood problems. When such information is not furnished
in the field notes, it is recommended that the area maintenance supervisor be contacted. The
following and the Hydraulic Assessment Checklist represent factors to be included in the
evaluation:
The overtopping frequency and estimated length of time the roadway is overtopped is
necessary to evaluate the interruption of service and to estimate maintenance requirements for
flood repair. The estimated time that the roadway will be overtopped requires a computation
of a design hydrograph and is generally not needed unless conditions are similar to that
described for a Level 4 or Level 5 analysis defined in KDOT's "Hydraulic Assessment
Checklist." In general, it may be assumed that a highway embankment is safe from sudden
failure due to overtopping and the evaluation need not include risks associated with a sudden
catastrophic failure of the embankment. This does not mean that embankments will not "wash
out" and require maintenance or reconstruction. Such occurrences should be included when
considering maintenance costs and interruption of highway service. Typical highway crosssections and slopes generally exceed minimum requirements for permanent impoundment
structures or levees and differences in water surface upstream and downstream at the time of
overtopping are usually not great enough that a sudden or rapid failure of the embankment

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would cause harm. Exceptions to this are embankments that function as flood control levees
or embankments that are structures for permanent impoundments.
Design Traffic Count to evaluate the magnitude of the problems associated with interruption
of highway service caused by overtopping.
Land use of adjacent private property including utilities; identification and elevations of
residences and buildings in the affected reach of the drainage structure; the extent of land
(area) that will be subject to flooding.
Estimated length of time the area is flooded and, where possible, a representative depth of
flooding for the flooded area. Normal collection of field data may not provide sufficient
information to estimate the flooding depth on areas not directly adjacent to the R/W, aerial
photos and USGS quad sheets may be used to make such estimates. As in overtopping, the
estimated time that the area is flooded requires a computation of a design hydrograph and is
not needed unless conditions are similar to that described for a Level 4 or Level 5 analysis
defined in KDOT's "Hydraulic Assessment Checklist."
Computation of flow velocity is required to estimate erosion potential and scour damages.
4. For normal design practice, the allowable water surface elevation or the allowable highwater
(AHW) will be based on peak flow discharge. For purposes of design, antecedent moisture
conditions are assumed to be average and similar to the Soil Conservation Service (SCS)
AMC-II. Water surface elevations (WSE) based on storage-detention design may be used
when special circumstances justify the collection of additional field data required for reliable
assumptions of design or to provide additional information. (See 2.3.5 Detention-Storage)
Acceptable methods of computing flood frequency and peak flow are as follows:
a. Rational Method;
b. "Hydrological Design Utilizing Frequency-Equivalent Hydrographs" (FENL-H) by
Robert L. Smith, University of Kansas, June 1982;
c. USGS Water-Resources Investigations Report 87-4008 and/or 00-4079;
d. USGS Technical Report No. 11, "Magnitude and Frequency of Floods in Kansas," 1975.
e. Watershed modeling methods; HEC-HMS, SCS TR20 and SCS TR55.
It is suggested that the Rational Method be limited to drainage areas 640 acres or less.
FENL-H is limited to drainage areas 400 acres and larger. Watershed modeling methods; 640
acres to 30 sq. miles. USGS Report 87-4008, 00-4079 and USGS Technical Report No. 11;
greater than 30 sq. miles.

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The methods and procedures found in the publication "Guidelines for Determining Flood
Flow Frequency," Bulletin No. 17B of the United States Water Resources Council, shall be
used to evaluate flood frequency at gaged sites. The coefficient of skewness used to predict
design flow shall be the weighted skew (Gw). The weighted skew is a computed combination
of the station skew (Gs) and the generalized skew (Gg). The station skew (Gs) is obtained as
part of the Log-Pearson Analysis of the gaging records as described in Bulletin No. 17B. The
generalized skew (Gg) is computed by equation (2) described in "U.S. Geological Survey
Water-Resources Investigations Report 87-4008," 1987, by Clement. Gaged sites below major
reservoirs are subject to regulated flow and the weighted skew (Gw) may not be applicable.
Consideration should be given to use of the station skew or zero skew (log-normal
distribution) at such locations. Annual published records of stream flow at gaging stations can
be obtained from the Kansas Water Office, Topeka, Kansas.
For basins that have a significant portion of the drainage area affected by a flood control
reservoir(s), the effect of the reservoir(s) may need to be considered in reducing the designfrequency flows. As a general guide, if the spillway is designed for less than a 50 year
frequency or the controlled area represents less than 25 percent of the basin, the effects of a
major federal flood control reservoir(s) may be neglected. To determine the effects of the
reservoir(s), a hydrograph analysis combining the outflow hydrograph(s) from reservoir
routing, stream routing, and the hydrograph(s) from the uncontrolled area should be
investigated to compile the design-frequency flow. The frequency-design hydrograph can be
derived by the methods described in the section on Hydrograph Analysis.
Many bridge sites in Kansas are located within organized Watershed Districts. In some areas,
the watershed reservoirs and conservation practices may significantly affect runoff. For some
locations, published reports of "Project Data and Flood Hazard Information" contain valuable
information of flood flow frequency and water surface profiles. The reports are on file with
the Soil Conservation Service, Salina, Kansas. A list of Watershed Districts and available
reports is available through the Bridge Section.
5. The design frequency will be the frequency recommended by the criteria in Part C, Road
Section Design Manual with consideration given to the minimum desirable overtopping as
noted below. When the design frequency is less than a 100-year recurrence, it will be the
practice of KDOT to review and evaluate the effects of the "100-year" flood, in addition to the
design frequency. The WSE for the "100-year" discharge will be computed for the same size
structure, which was selected on the basis of the design frequency. The Engineer will check
the "100-year" WSE to see if there are additional factors which would negate the
determination of "reasonableness" for the design. In other words, once a solution is found
which is judged reasonable at the design frequency, what are the effects at the "100-year"
frequency that may make it unreasonable?
It should be noted from a standpoint of serviceability, that the true design frequency is the
frequency flow which overtops the roadway and puts it out of service, or it is the frequency
that satisfied the requirements of the allowable water surface elevation (AWS). As noted in
the Road Section Design Manual, Part C, the Allowable Water Surface Elevation for road
design is measured to the top of the subgrade. For design of bridges, the overtopping elevation

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will be considered to be the crown grade on either the bridge or approach roadway, whichever
is lower. For design purposes, once the computed water surface overtops the bridge (or
approach roadway), it is considered out of service. Desirable frequencies to limit overtopping
in relation to the traffic count are listed in the table below and are applicable to primary,
secondary, or off-system roadways.
Table 2.3.3.1-1 Desirable Minimum Overtopping Frequencies
AADT
Recurrent Interval
< 50
10 yr.
< 400
25 yr.
< 1500
50 yr.
< 3000
50 yr.
> 3000
50 yr.
The minimum design of Interstate (and Freeway) bridges requires that the 50-year flood will
not exceed the top of subgrade. The minimum design of non-national highway system is
clarified in Attachment E-4 Bureau of Local Projects Memorandum (93-9) .
For locations where the WSE may be affected by backwater or tailwater from a downstream
confluence with other waterways, the design may be significantly affected by the assumed
frequency of flooding on the downstream basin. An excerpt from the Texas Department of
Highways, Hydraulic Manual, which may be used as a guideline for selection of relative
design frequencies of dependent drainage areas is shown in Section 2.3.12 ( 2.3.6.2
Frequency Mixing ).

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For Detour Bridges: Use the following criteria for hydraulic design of detour pipes and
temporary bridges:
(a)
One Construction Season: Temporary Bridges shall have 2.0 feet of clearance to
top of opening above the Q5 flow. Pipes should have a minimum Q2
overtopping elevation capacity.
(b)
Multiple Construction Seasons: Temporary Bridges shall have 1.0 foot of

clearance to top of opening above the Q10 flow. Pipes should have a minimum
Q5 overtopping elevation capacity.
(c)
Document the hydrological and hydraulic study for the temporary structure in the
design notes.
(d)
The Bridge Office does not design detour pipes.
6. The allowable highwater (AHW) for the highway or property off the R/W will be as defined in
the Road Section Design Manual, Part C. No restrictions or limitations will be imposed on the
amount of backwater or WSE, except that which is required by the AHW or that which the
judgment of the Engineer deems to be reasonable, except for the special requirements noted
elsewhere in the guideline. The AHW will be documented in the design notes.
For open span bridges, it is required that a clearance of 2.0 feet be provided for the passage of
debris between "top of opening" and the water surface elevation at Q100". For interstate design
it is also required that 3.0 ft. debris clearance be provided at "Q50". This clearance may be
reduced, if approved by the State Bridge Office, for slab type bridges with integral bents. The
designer will document any clearance reductions on the HAC.
See Figure 2.3.3.1-1 Crest - Vertical Curve Profile and Figure 2.3.3.1-2 Sag or Level
Profile for schematic of bridge size and clearance vs. different road profiles.
7. Minimum information required on the plans is the frequency, discharge, and WSE (or HW) at
the design frequency and at the 100-year frequency. Where the design is affected by
downstream confluence with other waterways, the frequency and WSE of the downstream
basin is also required. Required plan information for culverts and open span bridges, along
with definitions employed by KDOT.

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Figure 2.3.3.1-1 Crest - Vertical Curve Profile

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Figure 2.3.3.1-2 Sag or Level Profile

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Attachment 2.3.3.1-1 Risk Assessment for Encroachment Design
RISK ASSESSMENT
FOR
ENCROACHMENT DESIGN
BY
BRIDGE SECTION STAFF
BUREAU OF DESIGN
Approved by FHWA by Letter of Feb. 21, 1984

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RISK ASSESSMENT FOR ENCROACHMENT DESIGN

The users of Kansas highways have by tradition become accustomed to having available to them
dry pavement every day of the year. They expect to be able to go anywhere, anytime they choose.
The traditional concept of
design frequency with a nominal highway clearance to the structure has been changed with the
advent of 23 CFR 650, Subpart A, "Location and Hydraulic Design of Encroachments on Flood
Plains." Only interstate highways have a minimum design frequency, all other roadways should
select designs with consideration to capital costs and risk which include concerns for economic,
engineering, social and environmental conditions.
Since a complete economic analysis requires a considerable expenditure of resources, various
levels of evaluation have been developed to screen potential projects. Only unusual, complex, or
high cost encroachments involving substantial flood losses are candidates for a full-scale, detailed
economic (risk) analysis, as described in Hydraulic Engineering Circular No. 17 (1981). The
purpose of the data checklist is to guide the Designer in the review process. This listing is not
meant to be all-inclusive, nor should it replace good engineering judgment.
In general, all Interstates and Freeways should have a minimum design overtopping frequency of
100 years. The Interstate System is required by Federal Law to have a minimum overtopping
frequency of 50 years. All other primary and urban routes should have a minimum design
frequency of 50 years where practicable. On secondary and off-system roads, a 25-year frequency
is desirable. On low-volume roads where approach roadway service is lost due to overtopping the
roadway, frequencies less than 10 years are permitted.
LEVEL OF EVALUATION
Level 1
Maintenance Repair and Rehabilitation.
Level 2
Modify Waterway of Existing Structure.
Level 3
Structure Replacement at existing location.

No Drainage Problems
Reduce Waterway - Same Overtopping
Same Waterway - Same Overtopping
Increase Waterway - Same Overtopping
Increase Overtopping
Level 4
Relocations and New Routes

Normal Rural Crossings
Level 5
Relocation and New Routes

All Longitudinal Encroachments and/or Major Stream Crossings Floodplain
Crossing Involving Residential or Industrial Properties

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Maintenance, Repair, and Rehabilitation:

Projects included in this category are Bridge Deck Replacement and Overlays, Span
Bridge Widenings, RCB Extensions, Box Hubguard Modification, Box Wing
Replacement, and other bridge repairs that do not modify existing hydraulic
conditions.
Complete the Check Sheet for location and information about the existing structure.
This level of evaluation will be used where no hydraulic problems are present. No
Hydraulic Study is required. Documentation in the Field Check Report should state
that "No work is planned that will materially change the existing hydraulic
conditions at this location." If minor problems exist, state the conditions and indicate
reasons for not modifying the structure such as "some upstream flooding and
occasional overtopping occurs but due to location and existing conditions in the
area, no modification of the existing bridge is deemed necessary."
Level 2
Modification of the Waterway Opening of Existing Structures:

These projects include R.C. Box additions and bridge extensions. These projects will
generally be brought about as the result of flood studies by other agencies which
show the need for structure enlargement for floodway improvement. Major
alterations in the drainage area at a structure location, or an experience record that
shows the structure is either too small or unnecessarily large.
The appropriate sections of the Check Sheet should be completed. A Hydraulic
Report should evaluate the location and document reasons for the decision to modify
the structure. The effect of an increased or decreased opening should be addressed
both upstream and downstream as to how it may affect physical features in the
floodway.
Level 3
Bridge Replacement at Existing Location:

The appropriate sections of the Check Sheet should be completed when the new
structure is to be located at or within one bridge length either upstream or
downstream of the existing location, and if the location has no history of hydraulic
problems.
A Hydraulic Report should be written, see Attachment 2.3 Example-Bridge Site
Report discussing changes in drainage area, including the effects of additional flood
control structures or modifications in the drainage area characteristics. A subjective
economic analysis should be made to determine if a modification in the structures'
hydraulic characteristics should be made.
If engineering judgment dictates there should be no change made in the hydraulic
characteristics, then a statement should say:

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"The proposed structure will have an effective waterway opening

equal to or greater than the existing structure and backwater surface
elevations are not expected to increase. As a result, there will be no
significant adverse impacts on natural and beneficial floodplain
values; there will be no significant change in flood risks; and there
will be no significant increase in potential for interruption on
termination of emergency service or emergency evacuation routes;
therefore, it has been determined that this encroachment is not
significant."
If overtopping is increased, Level 4 or 5 evaluation may be appropriate.
Level 4
Relocations and New Routes:

A Hydraulic Study will be made on projects that involve highway relocation of
primary routes.
The appropriate sections of the Data Check sheet will be completed, taking special
notice of the economic effects of interruption in traffic and the effects of possible
detours. The potential for future floodplain development shall be studied. The effects
of the project on the existing development and to the potential for loss of life shall be
considered.
A subjective economic assessment of the effects of project on the area shall be made.
All efforts shall be made to cause minimum impact on the floodplain and still
maintain the level of traffic deemed necessary for the economic well-being of the
traveling public. Design alternatives shall be considered.
If a major encroachment exists or serious negative impacts will be made on the
floodplain, then an analysis consistent with level 5 shall be made.
Level 5
Relocations and New Routes:

Highway relocation of primary routes that involve significant impacts, locations
with longitudinal encroachments, locations with known drainage problems,
locations with substantial downstream and upstream risks and encroachment of
major streams shall receive a complete Hydraulic Study.
For projects classified as requiring an Environmental Impact Statement (EIS) or an
Environmental Assessment (EA), the location hydraulic studies shall include
discussion of the practicability of alternative alignments. For each alignment
discussed, determine the impact on social, economic, or environmental concerns.
Items to address would include flood plain management, safety of flood plain
occupancy, wetlands, fish and wildlife, historic bridge and archaeological resources.

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Identify measures which might alleviate adverse environmental impacts and identify
other environmental review and consultation requirements which should be
performed concurrently with the EA or EIS.
The appropriate sections of the Data Check Sheet shall be completed. Consideration
shall be given to the items in Level 4 and to the effect of existing floodplain
management studies. If deemed necessary, a floodplain study shall be conducted
which will require inspection of all flood receptors to establish loss values for
inclusion in the analysis.
A partial or full economic analysis shall be conducted with full consideration of capital costs and
risks.

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2.3.3.2 Special Requirements: NFIP (National Flood Insurance Program)

1. Where local public authorities have adopted floodplain ordinances pursuant to the 1968
National Flood Insurance Act, under the authority of the Federal Emergency Management
Agency (FEMA), the FHWA has directed that all federal-aid highway projects will comply
with the authorized regulations in those areas. It will be the practice of KDOT to follow that
directive. The following is consistent with the FHWA's Procedures for Coordinating
Highway Encroachments on Floodplains with FEMA and acknowledged in FEMA's letter to
FHWA, dated 7 June 1982.
In those areas where a detailed engineering study, under the direction of FEMA, has
established an elevation for the "100-year" flood and has defined the limits of the "100-year"
floodway, it will be the practice of KDOT to provide a design that will produce not more than
the 1.0 ft. increase in the WSE that is permitted by FEMA. It is noted that in some locations,
prior encroachments by non-highway construction may have consumed all or part of the 1.0
ft. surcharge permitted by FEMA.
For a FEMA defined floodway, a zero rise condition must be considered or the rise must be
contained within a permanent drainage easement or a Letter of Map Revision (LOMR) must
be obtained.
For those areas where the floodplain is defined by a Flood Hazard Boundary Map (FHBM)
and does not have a Flood Insurance Rate Map (FIRM) water surface elevation established by
a detailed engineering study, it will be the practice of KDOT to design on the basis of
reasonableness as noted in the 2.3.3.1 General Requirements i.e., without restriction to the
amount of backwater or increase in existing WSE except as required by the judgment of the
Engineer and the limitations of the AHW for roadways, residences, insurable buildings or
other restrictions found in the Road Section Design Manual, Part C.
2. For locations outside "FEMA" floodplains but located as noted below, it will be the practice of
KDOT to define as "reasonable" a design which causes no more than a 1.0 ft. increase in the
existing WSE at the "100-year" frequency. The areas are listed as follows:
The proposed drainage structure or immediate backwater thereof is within the city limits,
i.e., an urban area.
Rural areas where the proposed "100-year" WSE plus a 1.0 ft. freeboard would flood a
residence or an insurable building.
Rural areas where the proposed "100-year" WSE plus a 1.0 ft. freeboard would inundate
building sites in a subdivision that is platted and registered with the county authorities.
3. When a proposed structure is located within a flood control project under the direction of the
Corps of Engineers or local public authority, it will be the practice of KDOT to cooperate with

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the flood control agency and furnish a design that will not violate or modify the assumptions
of the design or the operation of the flood control works.
4. Permits: For Corps of Engineers 404 and DWR Permits see Section 1.4 PROJECT PERMITS

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Attachment 2.3.3.2-1 Coordination with FEMA on Floodplain Encroachment

Federal Emergency Management Agency
Washington, D.C. 20472
Mr. R. D. Morgan
Associate Administrator for Engineering
and Traffic Operations
Federal Highway Administration
Department of Transportation
Washington, D.C. 20590
Dear Mr. Morgan:
This is in response to your letter of May 3, 1982, seeking our endorsement of the procedure paper
entitled Procedures for Coordinating Highway Encroachments on Floodplains with FEMA.
This paper expands upon my internal policy memorandum of December 29, 1981, concerning the
Federal Emergency Management Agency's (FEMA's) handling of highway encroachments within
regulatory floodways. Your expansion addresses highway agency responsibilities for coordination
with FEMA under various situations in which FEMA has identified flood plains, floodways, and
base flood elevations.
We have reviewed your procedure paper and believe that it provides an excellent guideline for
coordination between highway agencies, communities participating in the National Flood
Insurance Program (NFIP) and FEMA, when flood plain encroachments involving highway
construction are proposed. In accordance with Executive Order 11988, the procedures require
compliance with NFIP standards and regulations, where practicable, but also provide for
responsible actions where no practicable alternative can be identified. These actions include
appropriate compensation to affected property owners, assurance that the NFIP will not incur
additional liability due to increased flood hazards, and the provisions of appropriate technical data
to FEMA so that flood insurance maps and studies can be revised as necessary.
We compliment you on your efforts to establish workable operating procedures which incorporate
coordination with FEMA on site specific projects. We believe that this procedure paper will
facilitate the attainment of our mutual objective of future flood loss reduction. We will provide
copies of the paper, with our endorsement, to our Regional Offices.
Sincerely,
Richard W. Krimm
Assistant Associate Director
Office of Natural and
Technological Hazards Programs

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Procedures for Coordinating Highway Encroachments on

Floodplains with Federal Emergency Management Agency (FEMA)
The local community with land use jurisdiction, whether it is a city, county, or State, has the
responsibility for enforcing National Flood Insurance Program (NFIP) regulations in that
community if the community is participating in the NFIP. Most NFIP communities have
established a permit requirement for all development within the base (100 year) floodplain.
Consistency with NFIP standards is a requirement for Federal-aid highway actions involving
regulatory floodways. The community, by necessity, is the one who must submit proposals to
FEMA for amendments to NFIP ordinances and maps in that community should it be necessary.
Determination of the status of a community's participation in the NFIP and review of applicable
NFIP maps and ordinances are, therefore, essential first steps in conducting location hydraulic
studies and preparing environmental documents.
Where NFIP maps are available, their use is mandatory in determining whether a highway
location alternative will include an encroachment on the base floodplain. Three types of NFIP
maps are published: (1) a Flood Hazard Boundary Map (FHBM), (2) a Flood Boundary and
Floodway Map (FBFM), and a Flood Insurance Rate Map (FIRM). A FHBM is generally not
based on a detailed hydraulic study and, therefore, the floodplain boundaries shown are
approximate. A FBFM, on the other hand, is generally derived from a detailed hydraulic study
and should provide reasonably accurate information. The hydraulic data from which the FBFM
was derived is available through the regional office of FEMA. This is normally in the form of
computer input data cards for calculating water surface profiles. The FIRM is generally produced
at the same time using the same hydraulic model and has appropriate rate zones and base flood
elevations added.
Communities in the regular program of the NFIP generally have had detailed flood insurance
studies performed. In these communities the NFIP map will be a FIRM and in the majority of
cases, a regulatory floodway is in effect.
Communities in the emergency program of the NFIP usually have not had a detailed flood
insurance study completed and, usually, only limited floodplain data is available. In this case the
community NFIP map will be a FHBM and there will not be a regulatory floodway.
Other possibilities are: (1) the community is not in a FEMA identified flood hazard area and thus
there is no NFIP map, (2) a FHBM, FIRM, or FBFM is available but the community is not
participating in the NFIP, (3) a community is in the process of converting from the emergency
program to the regular program and a detailed flood insurance study is underway, or (4) a
community is participating in the regular program, the NFIP map is a FIRM, but no regulatory
floodway has been established. Information on community participation in the NFIP is provided
in the National Flood Insurance Program Community Status Book which is published bimonthly each State and is available through the Headquarters of FEMA.

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Coordination With FEMA

It is intended that there should be highway agency coordination with FEMA in situations where
administrative determinations are needed involving a regulatory floodway or where flood risks in
NFIP communities are significantly impacted. The circumstances which would ordinarily require
coordination with FEMA are:
1.
A proposed crossing encroaches on a regulatory floodway and, as such, would require an

amendment to the floodway map,
2.
A proposed crossing encroaches on a floodplain where a detailed study has been performed
but no floodway designated and the maximum 1 foot increase in the base flood elevation
would be exceeded,
3.
A local community is expected to enter into the regular program within a reasonable period
and detailed floodplain studies are underway,
4.
A local community is participating in the emergency program and base flood elevation in
the vicinity of insurable buildings is increased by more than 1 foot. (Where insurable
buildings are not affected, it is sufficient to notify FEMA of changes to base flood elevations
as a result of highway construction.)
The draft EIS/EA should indicate the NFIP status of affected communities, the encroachments
anticipated and the need for floodway or floodplain ordinance amendments. Coordination means
furnishing to FEMA the draft EIS/EA and, upon selection of an alternative, furnishing to FEMA
through the community a preliminary site plan and water surface elevation information and
technical data in support of a floodway revision request as required. If a determination by FEMA
would influence the selection of an alternative, a commitment from FEMA should be obtained
prior to the FEIS or FONSI. Otherwise this later coordination may be postponed until the design
phase.
For projects that will be processed with a categorical exclusion, coordination may be carried out
during design. However, the outcome of the coordination at this time could change the class of
environmental processing.
Highway Encroachments Which Are Consistent With Regulatory Floodways In Effect
In many situations it is possible to design and construct highways in a cost-effective manner such
that their components are excluded from the floodway. This is the simplest way to be consistent
with the standards and should be the initial alternative evaluated. If a project element encroaches
on the floodway but has a very minor effect on the floodway water surface elevation (such as piers
in the floodway), the project may normally be considered as being consistent with the standards if
hydraulic conditions can be improved so that no water surface elevation increase is reflected in
the computer printout for the new conditions.

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Revision of Regulatory Floodway So That Highway Encroachment Would Be Consistent

Where it is not cost-effective to design a highway crossing to avoid encroachment on an established floodway, a second alternative would be a modification of the floodway itself. Often, the
community will be willing to accept an alternative floodway configuration to accommodate a proposed crossing provided NFIP limitations on increases in the base flood elevation are not
exceeded. This approach is useful where the highway crossing does not cause more than a 1 foot
rise in the base flood elevation. In some cases, it may be possible to enlarge the floodway or otherwise increase conveyance in the floodway above and below the crossing in order to allow
greater encroachment. Such planning is best accomplished when the floodway is first established.
However, where the community is willing to amend an established floodway to support this
option, the floodway may be revised.
The responsibility for demonstrating that an alternative floodway configuration meets NFIP
requirements rests with the community. However, this responsibility may be borne by the agency
proposing to construct the highway crossing. Floodway revisions must be based on the hydraulic
model which was used to develop the currently effective floodway but updated to reflect existing
encroachment conditions. This will allow determination of the increase in the base flood elevation
that has been caused by encroachments since the original floodway was established. Alternate
floodway configurations may then be analyzed.
Base flood elevation increases are referenced to the profile obtained for existing conditions when
the floodway was first established.
Data submitted to FEMA in support of a floodway revision request should include:
1
Copy of current regulatory Flood Boundary Floodway Map, showing existing conditions,
proposed highway crossing and revised floodway limits.
2.
Copy of computer printouts (input, computation, and output) for the current 100-year model
and current 100-year floodway model.
3.
Copy of computer printouts (input, computation, and output) for the revised 100-year
floodway model. Fill or development that has occurred in the existing flood fringe area must
be incorporated into the revised 100-year floodway model.
4.
Copy of engineering certification is required for work performed by private subcontractors.
The revised and current computer data required above should extend far enough upstream and
downstream of the floodway revision area in order to tie back into the original floodway and profiles using sound hydraulic engineering practices. This distance will vary depending on the magnitude of the requested floodway revision and the hydraulic characteristics of the stream.
A floodway revision will not be acceptable if development that has occurred in the existing flood
fringe area since the adoption of the community's floodway ordinance will now be located within

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the revised floodway area unless adversely affected adjacent property owners are compensated for
the loss.
If the input data representing the original hydraulic model is unavailable, an approximation
should be developed. A new model should be established using the original cross-section
topographic information, where possible, and the discharges contained in the Flood Insurance
Study which establish the original floodway. The model should then be run confining the effective
flow area to the currently established floodway and calibrate to reproduce within 0.10 foot, the
With Floodway elevations provided in the Floodway Data Table for the current floodway.
Floodway revisions may then be evaluated using the procedures outlined above.
Floodway Encroachment Where Demonstrably Appropriate
When it would be demonstrably inappropriate to design a highway crossing to avoid
encroachment on the floodway and where the floodway cannot be modified such that the structure
could be excluded, FEMA will approve an alternate floodway with backwater in excess of the
1 foot maximum only when the following conditions have been met:
1.
A location hydraulic study has been performed in accordance with Federal-Aid Highway
Program Manual (FHPM) 6-7-3-2 "Location and Hydraulic Design of Encroachments on
Floodplains" (23 CFR 650, Subpart A) and FHWA finds the encroachment is the only
practicable alternative.
2.
The constructing agency has made appropriate arrangements with affected property owners
and the community to obtain flooding easements or otherwise compensate them for future
flood losses due to the effects of the structure.
3.
The constructing agency has made appropriate arrangements so that the National Flood
Insurance Program and Flood Insurance Fund do not incur liability for additional future
flood losses to existing structures which are insured under the Program and grandfathered in
under the risk status existing prior to the construction of the structure.
4.
Prior to initiating construction, the constructing agency provides FEMA with revised flood
profiles, floodway and floodplain mapping, and background technical data necessary for
FEMA to issue revised Flood Insurance Rate Maps and Flood Boundary and Floodway
Maps for the affected area upon completion of the structure.
Highway Encroachment On A Floodplain With A Detailed Study (FIRM)

In communities where a detailed flood insurance study has been performed but no regulatory
floodway designated, the highway crossing should be designed to allow no more than a 1 foot
increase in the base flood elevation based on technical data from the flood insurance study.
Technical data supporting the increased flood elevation should be submitted to the local
community and FEMA for their files. Where it is demonstrably inappropriate to design the
highway crossing and meet backwater limitations the procedures outlined under Floodway

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Encroachment Where Demonstrably Appropriate should be followed in requesting a revision of

base floodplain reference elevations.
Highway Encroachment On A Floodplain Indicated On An FHBM
In communities where detailed flood insurance studies have not been performed, the highway
agency is to generate its own technical data to determine the base floodplain elevation and design
encroachments in accordance with FHPM 6-7-3-2. Base floodplain elevations should be furnished
to the community, and coordination carried out with FEMA as outlined previously where the
increase in base flood elevations in the vicinity of insurable buildings exceeds 1 foot.
Highway Encroachment On Unidentified Floodplains
Encroachments which are outside of NFIP communities or NFIP identified flood hazard areas
should be designed in accordance with FHPM 6-7-3-2 of the Federal Highway Administration.
The NFIP identified flood hazard areas are those delineated on an FHBM, FBFM or FIRM.
To Obtain FEMA Publications
1.
National Flood Insurance Program Community Status Book

Write to FEMA, 500 "C" Street, SW., Room 431, Insurance Operations, Washington, D.C.
20472 and request to be placed on the appropriate State mailing list.
2.
Flood Insurance Study Report and/or FBFM

Write to FEMA, 500 C Street, SW., State and Local Programs Room 418, Washington,
D.C. 20472 request:
(a)
For future studies,
To be placed on mailing list to receive all studies and maps as they are completed for a State.
(b)
3.
For completed studies,

(1)
The study for a particular community (provide number).
(2)
All the studies for a particular State. You will receive about 50 percent of the
completed studies to date.
FHBM or FIRM for a particular community with ID number,

(a)
Call NFIP contractor (800) 638-6620, (800) 492-6605 (MD), 897-5900 in D.C., or
(b)
Write NFIP, P.O. Box 34604, Bethesda, Maryland 20034

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Brief FHWA/FEMA Coordination Procedures

The procedures divide highway encroachments on floodplains into six categories:
1. Consistent with a Regulatory Floodway (RFW)
a. Applicable to 5000 communities (county or city) which are in the FEMA regular flood
insurance program.
b. Community prohibits development in RFW, but allows development that is flood proofed
in fringe.
c. Highways are consistent by not increasing backwater:

(1)
(2)
bridging RFW and

excluding fill from RFW
2. Consistent by Revision of RFW

a. Same as 1
b. Same as 1
c. Same as 1
d. If community and FEMA agree, RFW can be shifted
3. On RFW Where Demonstrably Appropriate
a. Same as 1
b. Same as 1
c. Highways can increase backwater if:

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Design Manual
little or no risk to development can be demonstrated

and
(2)
community and FEMA concur
4. On Floodplain Shown on Flood Insurance Rate Map (FIRM)

a. Applicable to 2000 communities in regular insurance program,
b. No RFW has been developed, but flood elevations have
c. Community controls development within FIRM
d. Highway encroachment should cause less than 1 foot of backwater
5. On Floodplain Shown on Flood Hazard Boundary Map (FHBM)
a. Applicable to 13000 communities, 10000 in emergency insurance program
b. No RFW or flood elevations have been developed
c. Community controls development within FHBM
d. Highway encroachment should cause less than 1 foot of backwater if insurable buildings
are present.
6. On unidentified floodplains
a. Floodplain is not shown on FIRM or FHBM
b. Floodplain is therefore outside of the 20,000 flood-prone areas in the US that are of
concern of FEMA
c. Apply FHPM 6-7-3-2, Location and Hydraulic Design of Encroachments on Flood Plains

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2.3.3.3 Special Requirements: USACE (US Army Corps of Engineers)
General Guidelines for Stream Crossings

Regional Condition 1
For all Nationwide Permits that involve the construction/installation of culverts and low water crossings,
measures will be included in the construction, design, and installation that will allow for the passage of flows and
promote the safe passage of fish and other aquatic organisms. The following General Guidelines are required to
supplement General Condition (2) Aquatic Life Movements and General Condition (9) Management of Water
Flows.
Culverts:
x
Culverts must be designed, sized, and placed correctly. Culverts perched above the grade of the stream
are not allowed. This includes other in-stream structures placed at the inlet with the purpose to reduce
sedimentation within the stream crossing. Culverts must be the shortest length necessary to meet the
project purpose.
New or replacement culverts must be designed to convey the geomorphic bankfull discharge (return
period of 1.01 1.7 years) with a similar average velocity as upstream and downstream sections. A single
culvert is encouraged. The following basic guidelines shall be used when designing the culvert area for
similar average velocity:
Stream Type
Perennial
Intermittent
Ephemeral
Culvert Area
Similar to upstream and downstream preconstruction bankfull
area (approximate minimum area of 85%)
Similar to upstream and downstream preconstruction bankfull
area (approximate minimum area of 50%)
Sized to convey geomorphic bankfull discharge
For permanent crossings, the culvert must be embedded and backfilled below the grade of the stream 1
foot for culverts >48 inches. On culverts 48 inches the bottom of the culvert must be placed at a depth
below or at the natural stream bottom to provide for passage during low flow conditions. Culverts in
streams with non-erodible beds (i.e. bedrock or stable clay) must be constructed flush with the stream
bed, but do not need to be embedded. Culverts in streams with highly erodible beds must be embedded
deeper to lessen the chance of future perching due to downstream degradation and/or may be
accompanied with other grade control measures as needed to prevent erosion.
Low Water Crossings:
The applicant must notify the District Engineer when repairing, rehabilitating or replacing low water
crossings when discharges of dredged or fill material would raise or lower the lowest elevation of the
crossing or when removing the structure.
When replacing or removing low water crossings the applicant must propose and employ measures to
mitigate for and minimize the potential of streambed headcutting where channel incision has occurred
downstream of the structure and the structure is providing grade control that is preventing channel
incision from migrating upstream.

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2.3.4 Documentation
Attachment 2.3.4-1 Hydraulic Assessment Checklist for Drainage Design
The following five (5) pages comprise the:
The current Hydraulic Assessment Checklist for Drainage Design can be downloaded from
KART

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HYDRAULIC ASSESSMENT CHECKLIST FOR DRAINAGE DESIGN

1. SITE DESCRIPTION
Completed By
Bridge ID
Designer Name
Date
General Information
County
Highway
Project No.
Project Type
Stream Name
Dist/Area
Location
Legal Description: Section
Township (S)
Range
Setting
Traffic: Design Year
Design AADT
%Trucks
Design DHV
Deck Width (ft)
Milepost
Serial No.
2. DRAINAGE STRUCTURE DATA

Existing Structure
Length (EWS)
Structure Type
Spans/Units
Abutment #1
LOB Piers
Abutment #2
MC Piers
ROB Piers
Proposed Structure
Length (EWS)
Deck Width (ft)
Milepost
Serial No.
Structure Type
Spans/Units
Special Environmental Design/Detail (Culverts)
Abutment #1
LOB Piers
Abutment #2
MC Piers
ROB Piers
Existing Structure History

Bridge Damage from Previous Floods
Year Built
Road Overtopping Damage

Historic High Water Date(s)
Historic High Water Notes
HHW Measurement Location
Drift History
Considerations for New Structure

Inadequate Roadway
Route Relocation
Inadequate Load Capacity
Structural Deterioration
Inadequate HW Clearance
Other
Inadequate Waterway
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3. BASIN HYDROLOGY
Basin Characteristics
Total Drainage Area (mi 2 )
Controlled Drainage Area (mi2 )

Noncontributing Drainage Area (mi 2 )
% Urban
Impervious Area (mi2 )
% Cultivated
% Residential
Area with Storm Sewer (mi 2 )
% Timber
% Other
Land Use: % Pasture
High Permeability Area

Low Runoff Area
Organized Watershed Name

Main Channel Information
Main Channel Slope (ft/mi)
(Taken from 10% to 85% of main channel length)
Channel Slope @ Bridge (ft/mi)
(Approx. 2 bridge lengths US to 6 bridge lengths DS)
Vertically Unstable
....Countermeasures Proposed
-Degradation/+Aggr. (ft)
.... -Degradation/+Aggr. Years
Laterally Unstable
Stream Planform
Ordinary High Water: Elevation
....Distance from Bridge (US/DS)
Channel Change Proposed*
Existing Channel Slope (ft/mi)
Change in Length* (ft)
Proposed Channel Slope (ft/mi)

*Measured from beginning to end of proposed channel change
Control Affecting Water Surface Elevation

Describe type and location of any hydrologic controls (dams, levees, bridges, rock outcroppings, etc.)
Upstream Control(s)
Downstream Control(s)
Additional Notes
Watershed Development
Development Potential
Upstream Development
Building #1:
Type
Building #2:
1st Floor Elev.
Type
1st Floor Elev.
Building Location(s)
Discharges
Method of Hydrologic Analysis, Flood Flows
Q 2 (cfs)
Q 10 (cfs)
Q 25 (cfs)
Q 5 (cfs)
Q 50 (cfs)
Q 100 (cfs)
OHW Discharge Estimation Method
Est. Q OHW (cfs)

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4. BRIDGE HYDRAULICS
Design Discharge, Q des (cfs)
Design Information
Design Frequency (yrs)

Method of Hydraulic Analysis
Elevation
Allowable High Water for Design

AHW Description/Location
Waterway Opening Data
Existing
Proposed
Top of Opening (TO) Elevation

Headroom: TO Elev. - SB Elevation
o
Proposed Substructure Skew Angle

Existing
Proposed
Proposed-Existing
Total Waterway Opening (ft2)
0.0
ft2
Design Waterway Opening (ft2)
0.0
ft2
Average Velocity at Q 2 (fps)
0.0
fps
Average Velocity at Q des (fps)
0.0
fps
Average Velocity at Q 100 (fps)
0.0
fps
Clearance to Top of Opening

Existing: WSE
Proposed: WSE
Clearance
Clearance
ft.
0.00
ft.
ft.
0.00
ft.
@ Q des
0.00
@ Q 100
0.00
@ Historic HW
0.00
ft.
FEMA
FEMA Zone
FEMA Panel No. & Date
Floodway Width (ft.)
Backwater
Unobstructed
Water Surface
Elevation
Existing
Backwater
Elevation
Proposed
Backwater
Elevation
Change in
Backwater
Elevation
Q2
0.00
ft.
Q5
0.00
ft.
Q 10
0.00
ft.
Q25
0.00
ft.
Q 50
0.00
ft.
Q 100
0.00
ft.
Qdes
0.00
ft.
Overtopping
Existing
Proposed
Overtopping Project Station

Discharge (cfs) and Frequency (yrs)
Overtopping (OT) Elevation
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5. SCOUR ANALYSIS
Streambed Evaluation
Evidence of Degradation
Exposed Utility Line
Exposed Falsework
Exposed Bridge Footing
Headcut Present
Bank Erosion
Other (Specify in Scour Notes)
Streambed Material
LOB D50 (mm)
MC D50 (mm)
ROB D50 (mm)
For culvert structures, scour analysis is not required
Bridge Scour
Method of Scour Analysis
Evidence of Scour (Existing)
Scour Discharge, Qscour
Contraction Scour
Q 500 (Use 1.7* Q100 )

(Left OB)
(Main Channel)
(Right OB)
Approach Section Discharge (cfs)

Bridge Section Discharge (cfs)
Contraction Scour Equation
Estimated Contraction Scour (ft)
Pier Scour
Stream/Pier Angle of Attack, @ Qscour
Pier Webwall Proposed

Approach Flow Depth, y 1 (ft)
Approach Section Velocity, V1 (fps)
Estimated Local Pier Scour (ft)
Abutment Scour
Setback from Main Channel (ft)
Angle of Attack @ Qscour
Estimated Local Abutment Scour (ft)
Predicted Streambed Degradation (ft)
For Aggradation, use 0.0
Total Scour Summary

Estimated Scour
Foundation
Elevation @ Left Abutment
*FOR ALL PIERS: Use overall

deepest pier scour and
shallowest pier foundation
elevation unless
justification is provided
Elevation @ Left Overbank Pier(s)*

Elevation @ Main Channel Pier(s)*
Elevation @ Right Overbank Pier(s)*
Elevation @ Right Abutment
Scour Elevation = Streambed Elevation - (Contraction Scour + Local Scour + Long-Term Degradation)
Scour Countermeasures: Proposed
Existing
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6. ADDITIONAL SITE INFORMATION
General Information
Level of Evaluation Required
Drift Accumulation Considered in Hydraulic Model
Drift Accumulation Considered in Scour Analysis
Bridge is Stable for Scour

Special Design for Environmental Requirements
References and Special Reports Available

Field Check Report
Hydraulic/Scour Report
Describe
Document(s)
USGS, USACE, NRCS (SCS), FEMA, or other report

Economic Analysis
NOTE: Send all information in this section related to the hydraulic analysis of the site to the Bridge Section project
leader at the KDOT State Bridge Office with the Hydraulic Assessment Checklist. Also, send a copy to
#BridgeHydraulics@ksdot.org. Reference the Bridge ID with all information. Submit documents in electronic
format when possible.
Additional Project Notes
Additional Hydraulic/Scour Notes
Definitions and Additional Notes

* All units and elevations are U.S. Customary unless otherwise indicated (feet, pounds, seconds)
* For more information, see "KDOT Design Manual, Volume III - Bridge Section" and "KDOT Design Manual
Volume I (Part C) - Road Section, Elements of Drainage & Culvert Design"
BW = Backwater. This is typically taken one bridge length upstream of bridge. Use proposed bridge length for location.
WSE = Water Surface Elevation. For waterway and clearance values, this is taken under the upstream bridge face.
TO = Top of Opening. OT = Overtopping. HW = High Water (typically an elevation). OHW = Ordinary High Water
LOB = Left Overbank, MC = Main Channel, ROB = Right Overbank. Taken looking in the downstream direction
US = Upstream of Bridge. DS = Downstream of Bridge. EWS = End of Wearing Surface of Bridge
fps = feet per second. cfs = cubic feet per second. mm = millimeter (For D50 diameter).
USACE = U.S. Army Corps of Engineers, NRCS = Natural Resources Conservation Service, USGS = U.S. Geological Survey
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Attachment 2.3.4-2. Hydraulic Data for Open Span Bridges

PLAN SHEET
HYDRAULIC AND HYDROLOGICAL DATA
(OPEN SPAN BRIDGES)
1. The following Hydrological and Hydraulic information is required on the plans for OPEN
SPAN BRIDGES and shall be included on the CONSTRUCTION LAYOUT sheet.
DRAINAGE DATA
Drainage Area
Design Frequency
Design Discharge (Qdes)
Design High Water Elevation
Change in Design Backwater
Design Backwater Elevation
xxx.xx
xx
xx,xxx
xxx.x
x.x
xxx.x
Sq. Mi.
Yr.
cfs
Ft.
Ft.
Ft.
Overtopping Elevation (Location)

Overtopping Discharge
Overtopping Frequency
xxx.x
xx,xxx
xx
Ft.
cfs
Yr.
Discharge at Q100
Change in Backwater @ Q100
Backwater Elevation @ Q100
xx,xxx
x.x
xxx.x
cfs
Ft.
Ft.
Historic Highwater Elevation

Ordinary Highwater Elevation
Total Waterway Provided
Design Waterway Provided
Estimated Ordinary High Water Discharge
xxx.x
xxx.x
xxx
xxx
xxx
Ft.
Ft.
Sq. Ft.
Sq. Ft.
cfs
When the proposed bridge replaces an existing bridge, the following additional information
(placed on the CONTOUR MAP sheet) is required: 1) A sketch of the existing waterway
opening; 2) The existing waterway area in Sq. Ft., and 3) The top of opening elevation of
the existing structure. In addition, at sites where existing bridges upstream or downstream will
materially affect the hydraulic operation of the proposed bridge, waterway sketches, areas and
elevation shall be included on the CONTOUR MAP sheet. As a guideline, information from
existing bridges within 1,000 ft. upstream or downstream of the proposed bridge, shall be
included. Existing bridge information beyond 1,000 ft. of the proposed bridge may be
included as needed or as required by the State Bridge Engineer.
Other information that is desirable and may be required on the CONSTRUCTION LAYOUT
sheet, as directed by the State Bridge Engineer, is as follows:

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FEMA 100 Yr. Floodplain Elev. (Regulatory)

FEMA 100 Yr. Floodway Elev. (Regulatory)
Average Velocity at Qdes
Average Velocity at Qxx
% Drainage Area Controlled by Upstream
Reservoir
Overflow Qdes (__% of Qtot)
xxx.x
xxx.x
xx.x
xx.x
Ft.
Ft.
fps
fps
xx
x,xxx
xxx
%
cfs
cfs.
2. Documentation of Historic High Water shall be noted on the CONTOUR MAP sheet.
Documentation shall include year(s) of occurrence and source of information.
Ordinary High Water is required information for the `404' permit. Ordinary High water also aids
in determining the boundary between Class I and Class II
excavation. The boundary between excavation class is located 1.5 ft.
above Ordinary High Water. From instructions and definitions
furnished by the Corps of Engineers for `404' permit applications,
the ordinary high water is the line on the shore established by the
fluctuation of water and indicated by physical characteristics such as
a clear, natural line impressed on the bank, shelving, changes in the
character of soil, destruction of terrestrial vegetation, the presence
of litter and debris, or other appropriate means that consider the
characteristics of the surrounding area. Ordinary high water will
normally be established by a field survey of the site. Where ordinary
high water is not determined by survey of the physical
characteristics, it may be established by use of the Alternate
Proceedure
Excavation Boundary Plane is located 1.5 feet above Ordinary Highwater.
The Design Discharge as computed by the methods noted in this manual. When other methods
are applicable and are used to compute the Design Discharge, it shall be noted on the plans.
Clearance for debris or other purposes shall be measured for the Design Highwater Surface at
the bridge and shall be noted on the plans in the Elevation view of the CONSTRUCTION
LAYOUT sheet as Design HW Clear.=xx.x ft. The location of the top of opening will
normally be assumed at a point in the lowest end span that is one-fourth the interior span
length from the pier. When this location is not appropriate as for long and/or steep bridges, the
location shall be noted on the plans.
The Average Velocity shall be computed from the gross area at the bridge opening below
Design flow depth, i.e., Q/An, where An is the gross waterway area in the constriction at

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Design highwater depth. Design Waterway Provided is the net flow area below the Design
Highwater elevation. Total Waterway Provided is the net flow area below the bridge. Total
Waterway and Design Waterway will be the net flow area (i.e., deduct pier area). When the
stream approach is skewed, all waterway areas shall be measured normal to the stream flow,
i.e., corrected by the bridge length times the Cosine of the skew angle. The projected area of
the piers should likewise be corrected. The plans shall indicate that the waterway areas are
normal to stream flow when corrected for a skewed approach.
Design Backwater Elevation: For convenience, the amount of design backwater will be
measured at Section 1, as shown on the profile section on Figure 2.3.4-1 Longitudinal Section
Along Centerline Roadway, for the design discharge (Qdes). Although Section 1 may not be
the exact location of the maximum highwater, it is accurate enough to provide a reasonable
estimate.
For critical locations where the exact backwater computation might affect the design, i.e.,
where a FEMA floodway exists, the designer should refer to methods given in "Hydraulics of
Bridge Waterways" (HY-1) Chapter IV.
The location of the Overtopping Elevation for the bridge and approaches may be referred by
stationing (Sta. 84+15) or by distance from the bridge (as 375 south of bridge). The location
of the overtopping may occur on the bridge. The overtopping roadway elevation may be either
the centerline elevation or the high shoulder elevation in a superelevated section.
Freeboard as applied to bridge hydraulics is the vertical distance from the top of opening of
the structure to the overtopping elevation. When the overtopping elevation is higher than the
top of opening, there will be no freeboard. This distance is recorded on the Hydraulic
Assessment Checklist.
Additional site-specific information may be required and noted on the plans as determined by
the State Bridge Engineer.

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Figure 2.3.4-1 Longitudinal Section Along Centerline Roadway

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Figure 2.3.4-2 Example Highwater Information Documentation on Contour Map

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Figure 2.3.4-3 Example, Drainage Data on Construction Layout

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Attachment 2.3.4-3 Hydraulic Data For Culvert Bridges

PLAN SHEET
HYDRAULIC AND HYDROLOGICAL
(CULVERT BRIDGES)
1. The following is the Hydrological and Hydraulic information required on the plans for Box
Culvert Bridges (over 20 ft. length). The information will be placed on the CONTOUR MAP
sheet. Box Culverts and Open Spans that are not classified as bridges but are substantial
waterway crossings (lengths 10 ft. or greater), the information may be desirable and may be
required by the State Bridge Engineer. A CONSTRUCTION LAYOUT or CONTOUR MAP
sheet should always be included with details, but if not included with the plans, the information will be placed on the PLAN-PROFILE sheets.
DRAINAGE DATA
Drainage Area
Design Frequency
Design Discharge (Qdes)
Design High Water Elevation
(HW = xx.xx m)
xx.xx
xx
x,xxx
Sq. Mi.
Yr.
cfs
xxx.x
Ft.
Overtopping Elevation (Location)

Overtopping Discharge
Overtopping Frequency
Historic High Water Elevation
xxx.x
x,xxx
xx
xxx.x
xxx
Ft.
cfs
Yr.
Ft.
cfs
When the proposed structure is a replacement, a description of the existing structure, the total
existing waterway area, and the "top of opening" elevation is required.
The following additional information is desirable and may be required on the CONTOUR MAP
sheet or in the plans as directed by the State Bridge Engineer:
Normal Water Surface Elev. (Qdes)
Q100
Highwater Elevation at Q100
Exit Velocity
FEMA 100 Yr. Floodplain Elev. (Regulatory)
FEMA 100 Yr. Floodway Elev. (Regulatory)
Storage-Detention Volume (Q100)
Water Surface Elev.* @ Q100

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xxx.x
x,xxx
xxx.x
xx.x
xxx.x
xxx.x
xxx.xx
xxx.x
Ft.
cfs
Ft.
fps
Ft.
Ft.
Ac-Ft.
Ft.
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Storage-Detention Time to Recede

x.x hr.
Surface Area (Elev.*)
xxx Ac.
* Where the Elevation is the routed Design High Water Elevation
2. The Design Highwater Elevation is the elevation of the headwater (ponding depth) necessary
to pass the Design Discharge through the Culvert. It is computed by methods of inlet and
outlet control. The Design High Water (HW) Elevation is assumed to occur at the entrance
of the structure. When the design includes storage-detention considerations, the routed
water surface elevation will be used for the Design HW Elevation.
The Design Discharge shall be computed from applicable methods as described for Open
Span Bridges.
The time to recede for Storage-Detention purposes will be the elapsed time necessary to
drain the detention area and is the time to zero outflow (baseflow) of the routed hydrograph.
Also see definitions and explanations for OPEN SPAN BRIDGES.
Additional site-specific information may be required and noted on the plans as determined by
the State Bridge Engineer.

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Figure 2.3.4-4Section Along Centerline RCB showing hydraulic terminology

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2.3.5 Detention-Storage
Nearly all highway crossings temporarily impound some flow from flood events. At some
locations, it may be practical and beneficial to take advantage of the natural upstream storage to
design a structure that would be smaller (more economical) than a structure based on peak flow
computations alone.
The feasibility of detention-storage design will be based upon weighing the savings in structure
cost balanced against the cost of additional surveys and additional R/W. The same criteria of
reasonableness used for designs based on peak flow is applicable to detention-storage design.
It is the practice of KDOT that detention-storage design will not be applied to open span bridges
and in general will be limited to culverts with drainage areas small enough to drain the temporary
storage in 24 hours or less at the Q100 level.
Normal field survey data will not provide sufficient information to accurately define the upstream
storage. Additional stream x-sects, parallel x-sects, and ground elevations will be required. A
contour map at 2.0 ft. intervals is required of the storage area.
In order to preserve the storage area assumed for design, it will be the practice of KDOT to
acquire or control use of all the land included in the storage area. It is preferred that the area be
acquired by purchase for R/W; however, in some cases a flowage easement may be appropriate.
(See Section 2.3.8 Easements for Drainage)
Detention-storage areas are not limited to locations immediately adjacent to the R/W. Structures
for temporary impoundments may be constructed at locations remote from the highway project.
In locations where the adjacent landowner desires a permanent impoundment for agriculture or
conservation purposes and such impoundment would qualify for SCS assistance, it will be the
practice of KDOT to cooperate with the SCS and may contribute to the extent that benefits accrue
to KDOT.
Detention-storage methods will not be used to justify the size of drainage structures which are
designed on peak flow discharges. Only those sites where the storage volume can be obtained by
R/W or easement, may the design be designated as a detention-storage design and the hydraulic
data corresponding to detention-storage analysis placed on the plan. However, in areas where the
upstream terrain is not expected to change significantly and very conservative estimates of storage volumes are used, detention-storage methods may be used to provide additional information
to the Engineer to judge the adequacy of the drainage structure. Upstream flow area in the main
channel and immediate overbank area (low terrace) is not considered as contributing to the storage volume (i.e., the incised channel). It is cautioned that in urban, suburban areas, or near suburban areas, the upstream terrain is subject to development and significant alterations may occur
over the life of a drainage structure (75 years for RCB).

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2.3.6 Hydrology
2.3.6.1 Hydrograph Analysis
When a hydrograph is required for an estimate for time of flooding, or for storage-detention
design, the following methods are acceptable:
Modified Rational. It is suggested that the Modified Rational method be limited to rural
drainage areas of 400 acres or less. See the Road Section Design Manual, Part C, for
information and procedure.
FENL-H. Information in the report indicates that the methods and procedures are applicable to
urban or rural drainage basins from 400 acres to 500 sq. miles.
Soil Conservation Service (SCS). SCS methods are appropriate for either rural or urban areas
of any size up to about 20 sq. miles. References for procedures are the SCS National
Engineering Handbook, Section 4; SCS Technical Report No. 55 (TR-55); TR-20, a
watershed modeling computer program. It is suggested that drainage areas larger than 20 sq.
miles may be divided into sub-basins, combined and routed with the TR-20 software. It is
suggested that for small rural basins (1 sq. mile or less) and urban areas, a CN runoff value of
not less than 85 be used for the "100-year" event.
Flood Hydrograph Package, U.S. Army Corps of Engineers, Hydrologic Engineering Center 1 Users Manual, Sept. 1981 (Revised March 1987)
Hydrology, H.E.C. #19, FHWA, 1984, Turner-Fairbank Research Center, McLean, Virginia,
FHWA-IP-84-15, October (Revised August 1985)
The FHWA Drainage Design System (HYDRAIN) also has provisions for generating a
dimensionless hydrograph based on the USGS method or a user defined hydrograph.
It is noted that peak flows associated with hydrograph derivation may not agree with peak flows
computed by regression methods or other methods based on instantaneous peak flow calculations.
For design purposes, it is suggested that more than one method of hydrograph be used to aid the
designer in judging the final results. As an alternative, the peak flow of the hydrograph may be
adjusted to match the peak flow selected for the design discharge. The ordinates may be prorated,
runoff volumes adjusted, or base time modified as deemed appropriate by the Engineer to produce
consistent results.
See the following publications for coefficients of roughness (n):
Roughness Characteristics of Natural Channels
U.S. Geological Survey, Water-Supply Paper 1849
by Harry H. Barnes, Jr.
http://water.usgs.gov/pubs/wsp/wsp_1849/

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Guide for Selecting Mannings Roughness Coefficients for Natural Channels and Flood Plains
U.S. Geological Survey, Water-Supply Paper 2339
by G. J. Arcement, Jr. and V. R. Schneider, USGS
http://www.fhwa.dot.gov/bridge/wsp2339.pdf
2.3.6.2 Frequency Mixing

Procedures in this section are barrowed from the Texas Dept. of Highways Hydraulic Manual.
Often, the designer is faced with the situation wherein the design discharge of the subject
facility is influenced by a flood condition of a separate and independent drainage regime. For
example, a small storm drain system, designed for a 5-year frequency discharge rate, may outfall
into a major channel which itself is an outfall for a significantly larger and independently active
watershed. Application of a similar 5-year frequency discharge level to the major channel, based
upon its own watershed, will cause an undue influence on the much smaller storm drain system.
There are two possibly independent events involved. One, the storm event occurring on the small
storm drain system and the other, the storm event applicable to the larger watershed. In a rigid
statistical sense, the probability of the simultaneous occurrence of the two events is the product of
the probability of each of the individual events. Therefore, if the events described above are
strictly independent, the probability of their simultaneous occurrence is 0.2 times 0.2 (1/5 times 1/
5), or 0.04 (25-year frequency).
In ordinary hydrologic circumstances, flood events on different watersheds are not usually
entirely independent. In order to address this gray area, the following table, based upon relative
watershed sizes, is suggested as a guide to an appropriate assignment of event frequencies. The
table is empirical, somewhat arbitrary, was devised by the Corps of Engineers, and is limited.
However, it does illustrate the concept described above. Note that as the watershed sizes are more
similar, the variance in the two frequencies diminishes. The designer must devise an auxiliary
table in order to incorporate other specific frequencies.
Area
Ratio
10,000 to 1
1,000 to 1
100 to 1
10 to 1
1 to 1

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Frequencies for Coincidental Occurrence

10 Year Design
100 Year Design
KDOT 50 Yr. Design
Main
Stream
1
10
Tributary
Tributary
10
1
Main
Stream
2
100
Tributary
100
2
Main
Stream
2
50
2
10
5
10
10
10
10
2
10
5
10
10
10
100
25
100
50
100
100
10
100
25
100
50
5
50
10
50
25
50
50
5
50
10
50
25
10
10
10
10
100
100
100
100
50
50
50
50
50
2
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2.3.6.3 Land Use

Private property adjacent to the project that is subject to flooding will be classified on the basis of
land use. Examples of land use are urban (commercial, industrial); suburban (residential,
commercial); rural (crop, pasture, timber). The adjacent property may have multiple use. An
estimate of each use and the amount of land in each class is required. When a site is primarily
agriculture, the amount of cropland, pasture, timber, or brush that may be flooded shall be
estimated. If known, the type of crops or crop rotation shall be noted. Rainfall and flood events in
Kansas correspond obviously with the growing season. For purposes of design, it will be assumed
that cropland will be planted and in growth during a flood occurrence. It will also be assumed that
a culvert or bridge does not increase natural velocities upstream of the crossing and will not be
responsible for velocities that may "flatten" standing crops.
Normal field data may not be sufficient for an accurate estimate of the extent of expected flooding; however, a combination of USGS Quad sheets and aerial photos should provide an indication
of the limits of the affected areas. The classification and extent of land area subject to flooding
will be documented in the design notes.
Mannings Roughness Coefficients for Natural Channels and Flood Plains
2.3.7 Water Surface Analysis

Water surface elevations are a basic requirement for an evaluation of reasonableness. It is reiterated that it is the incremental difference in water surface elevation between the natural (or existing) flood conditions and the water surface elevation of the proposed drainage structure that is a
principal factor in the evaluation of reasonableness and not the total depth of flooding. Definitions and information for hydraulic terms employed by KDOT are included in Attachment 2.3.42. Hydraulic Data for Open Span Bridges and Attachment 2.3.4-3 Hydraulic Data For Culvert
Bridges . KDOT adheres to the assumptions of hydraulic design as set forth in the reports noted
below.
For computations of hydraulic for open span bridges, KDOT suggests the following methods:
The FHWA publication, "Hydraulics of Bridge Waterways" (HDS-1) by J. N. Bradley and the
accompanying computer analysis (HY4).
The FHWA research report, "Bridge Waterways Analysis Model," by the USGS and the
related computer model WSPRO.
U.S. Army Corps of Engineers HEC-2, "Water Surface Profiles."
U.S. Army Corps of Engineers HEC-RAS, "River Analysis System."
It is noted that the Corps of Engineers computer model for water surface profiles (HEC-2) uses
slightly different assumptions for head losses through bridges; however, the results are compatible
with the above and is considered an adequate alternative.

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When using WSPRO or HEC-RAS, include some cross sections downstream from the bridge to
establish a reasonable water surface profile before the software deals with the bridge constriction.
Predictions of scour depths involve large uncertainties and therefore, conservative assumptions. It
will be the practice of KDOT to assume rigid boundary hydraulics for streams with cohesive
(clay) streambeds (i.e., no increased waterway from scour). Rigid boundary hydraulics will also
be assumed for sand bed streams unless detailed computations of scour depth are performed and
supported by the experienced judgment of the Engineer. It is recommended that not more than 1/5
of the computed depth for main channel scour be used for an increased waterway in the hydraulic
design.
For computations of culvert hydraulics, the following methods are employed by KDOT.
"Hydraulic Design of Highway Culverts," Hydraulic Design Series No. 5 (HDS-5), FHWA,
April 2012.
FHWA culvert analysis program HY-8.
FHWA culvert analysis program HYCLV. HYCLV is contained in the HYDRAIN suite of
hydraulics programs.
"Kansas State University report on model studies for "Hydraulic Entrance Characteristics of
Culverts" by Dr. W. K. Kubitza (Circa 1955).
The KSU report indicates the results were based on the assumption of overbank "ponding,"
which is prevalent in Kansas. Where the approach velocity is direct, as in a relatively deep incised
channel, the study showed the culvert capacity was greater than a "ponded" entrance condition. At
depths greater than the culvert (i.e., submerged), the study showed minimal differences between
the two entrance conditions. It is concluded that the charts are applicable to either condition and
would produce conservative results where little or no overbank ponding occurs. The charts also
include the effects of beveling or rounding the top edge of the culvert entrance. The values in the
chart are applicable where the tailwater is not significantly affected by downstream obstructions
or constrictions (dams, backwater, etc.). The charts are limited to locations where the tailwater
would be (dc + D)/2 or less.
2.3.8 Easements for Drainage

2.3.8.1 Design Procedures
For general design practice, R/W and easements are limited to that which is needed for construction of the highway project. It is not the practice of KDOT to acquire R/W or easements for purposes of drainage except at locations of detention-storage designs.
It is the preference of KDOT that the land needed for the detention-storage area be acquired by
purchase of R/W. However, where it can be shown that it is mutually beneficial to KDOT and the
landowner to continue the private use of the land, a flowage easement may be purchased. To

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provide for contingencies and to reflect the relative accuracy of detention-storage design, it is recommended that all land at least 1.0 ft. above the Q100 WSE be included in the purchase or easement. The legal description need not follow the contour location of the WSE but may be
conveniently described in straight line definitions provided it includes all land below the contour
of the WSE noted above. In either method of acquisition it is the intent to prevent fill or change in
the ground contour that would alter the flood storage assumptions made in design and to provide
access to dredge or clear as needed to maintain the storage area. Two examples of restrictions for
flowage easement are included in Attachment 2.3.3.1-1 Risk Assessment for Encroachment
Design
See Road Memorandum No. 03-02 (Corrected) "Labels for Permanent Easements" dated April
18, 2003, for definitions of the various types of permanent easements.
2.3.8.2 Flowage Easement Description

No Mining Allowed
FLOWAGE EASEMENT - A permanent easement to occasionally overflow, flood and submerge
a tract of land described below with all the right, title and interest to structures and improvements
now situated upon the land except fencing, provided that no structures for human habitation shall
be constructed or maintained on the land, that no other structures shall be constructed or
maintained on the land except as may be approved in writing by the Secretary of Transportation of
the State of Kansas, and that no excavation shall be conducted and no landfill placed on the land
without the prior approval of the Secretary of Transportation as to the location and method of
excavation and/or the placement of landfill.
(Description)
The above estate or easement is taken subject to existing easements for public roads and
highways, public utilities, railroads and pipelines; reserving however, to the landowners, their
heirs and assigns, all such rights and privileges as may be used and enjoyed without interfering
with the use of this easement or abridging the rights hereby acquired.
Mining Allowed
FLOWAGE EASEMENT - A permanent easement to occasionally overflow, flood and submerge
a tract of land described below with all the right, title and interest to structures and improvements
now situated upon the land except fencing, provided that no structures for human habitation shall
be constructed or maintained on the land, that no other structures shall be constructed or
maintained on the land except as may be approved in writing by the Secretary of Transportation of
the State of Kansas, except the excavation for the purpose of quarrying (sand), (gravel), (etc.),
shall be permitted subject to the prior written approval of the Secretary of Transportation both as
to the nature of the excavation and to the placement of the overburden, if in connection with such
excavation.

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(Description)
The above estate or easement is taken subject to existing easements for public roads and
highways, public utilities, railroads and pipelines; reserving however, to the landowners, their
heirs and assigns, all such rights and privileges as may be used and enjoyed without interfering
with the use of this easement or abridging the rights hereby acquire
2.3.9 Stream Stability

2.3.9.1 General
Changes in the bed level of a stream affect highway structures and may be described by three
types of actions as follows: (1) general scour (contraction scour), (2) local scour, (3) degradation
or aggradation of the stream channel. Erosion is considered to be loss of material on side slopes
and stream banks.
The computed velocity is a measure of the potential erosion and scour when compared to the
material in the channel and to the natural or existing velocity. Exit velocity from culverts will be
computed on the assumptions shown in the FHWA publication, HEC-5. (or HDS-5, see Note in
Section 2.3.7 Water Surface Analysis). Average velocity computed on the gross waterway will be
the representative velocity for open span structures and will be computed as shown in the FHWA
publication HDS-1 or as furnished by computer analysis for water surface elevations. Open span
velocity based on rule of thumb or assumed velocities such as 6 fps are adequate for preliminary sizing of structures but are not adequate for evaluation of erosion and scour potential. It
should be noted that HEC-5 indicates that computed velocities for culverts may be high since
the assumptions for computation may not be realized in the relative short reach of the culvert. It is
also noted that for open span bridges, local velocities at bends, constrictions or concentrated flowlines can be as much as 1.5 to 2 times the average velocity.
Open span bridges, in general, do not increase natural velocities adversely and in most cases,
velocities may be expected to return to natural conditions within 1 to 1 bridge lengths downstream. Culverts can substantially increase natural velocities and the influence can extend 5 to 20
times the culvert depth downstream. Experience shows that calculated exit velocities at culverts
of 10-12 fps can be tolerated in many locations without significant erosion of downstream
property. Typically, a natural scour hole forms at the exit and aids in dissipation of the energy. The
scour hole may extend downstream anywhere from 1 to 5 times the culvert depth, depending on
bed material, channel alignment, channel x-section, etc. For open span bridges with "average"
conditions, it has been KDOT's experience that computed average velocities in the range of
8-9 fps appear to be reasonable without undue harm to the downstream environment or the highway facility.
It is noted that there are many exceptions to the average conditions noted above. Instances of
highly erodible soil can be found locally in all areas of the state. Areas of highly sensitive loess
soils are prevalent in the Delaware and Wolf River drainage basins of northeast Kansas, and easily
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River Basins. Local sites similar to these areas may be found throughout the state. County SCS
soil maps may aid in judging the resident material.
Estimation of erosion potential for downstream areas depends on many factors other than velocity
and channel material and include channel alignment, vegetation, naturally occurring degradation,
etc. Estimates based on simple approximations of velocity as noted above are considered gross
approximations of velocity. It is the judgment and experience of the designer that will provide the
best estimate of erosion potential of downstream property. The result of an erosion evaluation is
expected to be subjective and described in general terms as "minor," "moderate," "significant," or
substantial." A "substantial " erosion potential would include major loss of channel material for a
considerable reach of stream. The erosion potential should be measured against or compared to
the use of the land. As an example, "moderate" erosion may be intolerable to a downstream flood
control levee or to an embankment of a sewage treatment lagoon, while "substantial" erosion may
be permitted without harm to a rural area of brush and timber. It is noted that erosion of stream
banks occurs as a natural result of flood events regardless of the presence or absence of highway
crossings. It is the local alteration of flow conditions that is a consideration in judging the "reasonableness" of a design.
2.3.9.2 Degradation
Degradation (or aggradation) is the physical response of a stream system in its attempt to attain
equilibrium (stability). The stream will lower its bed level (degradation) by displacing the streambed material to a remote location, in some cases a river delta or other remote reaches where it can
be deposited. In general, degradation (or aggradation) occurs over long reaches of a stream. Major
factors which may cause degradation (or aggradation) are the geological age of the stream, an
imbalance in gradient, the sediment transport capacity, a change in basin discharge. A bridge
crossing generally has little effect on the degradation (or aggradation) of a stream. However, it
may occupy a site in a reach that is actively degrading (or aggrading). Reservoir construction,
sand dredging (mining), or significant channel changes in conjunction with flood control projects
can affect the stream gradient, sediment transport, or basin discharge. It is also noted that the
effects of a single degrading stream may be expected to extend into the stream's tributaries.
It has been KDOT's experience that aggradation has occurred in only a few locations (immediately upstream of reservoirs). Several locations of significantly degrading streams are known and
are described as follows: the lower Kansas River, in particular below Bowersock Dam at Lawrence (see Corps of Engineers Report on Commercial Dredging Activities, January 1988); Local
areas in the Delaware and Wolf River Basins in northeast Kansas; Soldier Creek and Little Soldier
Creek (Flood Control Project in Shawnee County and upstream); Stonehouse Creek US-59 to the
Kansas River (Flood Control Project, Jefferson County and upstream); Locally on the Arkansas
River at Garden City.
It is KDOT's experience that a large number of streams in Kansas exhibit minor to moderate degradation through the state.
For many bridge replacements it is a relative easy task to observe the existing foundation and to
note exposed footings or pilings. It can be assumed that they were not constructed in that manner.
Minimal probing can locate existing footings in relation to present streambeds.

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Typical bridge specifications (Circa 1920 and 1930) indicated that foundations shall be founded a
minimum of 4 feet below streambed and most were.
2.3.9.3 Scour Analysis

Nearly all highway crossings reduce the available flow area and contract the waterway at some
frequency of flow. The penalty for this encroachment is increased water surface elevations
upstream and increased velocity through the structure and the downstream channel. General scour
is the loss of bed material caused by the increased velocity of the contracted section. Local scour
is the loss of material immediately at a local obstruction (pier or column) and would be in addition
to the general scour caused by the contraction. Abutment scour is a special form of local scour
caused by concentration of flow lines at the toe of the abutment.
Large uncertainties in the methods of predicting scour and the possibility of catastrophic failures
justifies a conservative approach. Not all bridges are considered scour critical and may not require
detailed computations. Subjectively evaluate scour potential before undertaking detailed estimates.
Scour computations require knowledge of a representative grain size of the channel bed and
floodplain material. In addition, the design of bedding or granular filters for riprap erosion protection requires knowledge of the base material. For these situations, a sieve analysis will be
requested using Geotech Request Form (DOT Form No. 687). In general, a sieve analysis will be
required at bridge crossings of major alluvial rivers, and nearly all stream crossings in the Arkansas River and Cimarron River basins. Occasionally, bridge sites at a sand creek may require the
same information.
Scour analysis computations shall be documented using page (4) of the Hydraulic Assessment
Checklist for Drainage Design (see Section 2.3.4).
A sketch of the potential contraction and local scour shall be shown on the Geology Sheet.
See Figure 2.3.3.1-1 Crest - Vertical Curve Profile and Figure 2.3.3.1-2 Sag or Level Profile for
flood frequencies to be used when checking scour.
Streambed scour becomes an important issue when defining the limits of removing existing
structures. Those structures may be uncovered in high scour conditions which may in turn cause
ever worse scour conditions.
It is recommended that the following references be used as guidelines for evaluation of scour and
stream stability:
1. "Highway Drainage Guidelines," AASHTO, 2007.
2. "Highways in the River Environment," FHWA 1975 along with the Addendum to Highways
in the River Environment, HEC 16, July 1980. (These two documents have been updated and
combined into one volume by the February 1990 edition, FHWA-HI-90-016.)

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3. "Evaluating Scour at Bridges", HEC 18, 4th Edition, FHWA, May 2001
4. "Stream Stability at Highway Structures", HEC 20, 3rd Edition, FHWA, March 2001
2.3.9.4 Channel Changes

A Channel Change is the physical relocation of the streambed channel (thalweg). A Channel
Improvement is considered to be clearing and dressing of stream bank and overbank slopes, or
excavation of overbank and stream bank areas but no relocation of the streambed profile.
Where practicable, bridges should be located at stable reaches of a stream, thus avoiding meanders that are subject to shifting. In some cases, it is advantageous to realign a channel in order to
create better flow alignment with the bridge waterway opening. These cases might arise at crossing sites where other controls make it impractical to select an alternative site or a different highway alignment. The engineer may be forced to make channel improvements in order to maintain
and protect existing highway structures in or adjacent to the river. However, to the extent practicable, a primary objective in the design of a highway-stream crossing should be to avoid interruption in the behavior of the stream. Channel changes should be made only where necessary to
accommodate stream flow. All channel changes are to be approved by the Division of Water
Resources, Kansas State Department of Agriculture. Channel clearings should be made only at
locations where regular maintenance can maintain the improvements or where the improvements
are expected to remain without maintenance.
It has been KDOT's experience, from both primary and secondary routes, that channel changes, or
channel improvements that extend a bridge length (+) upstream and/or downstream have been
successful and the channel remains stable; erosion is minimal; the effects on the stream seldom
extend beyond the limits of the changes; vegetation is reestablished in two to three growing seasons; and velocities are not greatly affected. The same success has been experienced with channel
changes where the change length is within 10 percent of the natural length. It is noted that the Permit issued by the Department of Agriculture, Division of Water Resources requires, as a condition
of the permit, seeding of all disturbed areas.
When dealing with channel changes, the preferred procedure is (1) to establish the nature of the
existing regime (slope, section, meander pattern, stage-discharge relationship), (2) determine limits for changes in the various regime parameters, and (3) duplicate the existing regime where possible, but keep within the established tolerances for change.
In establishing the bottom elevation of either a channel change or a channel clearing, the designer
should be cognizant of the water elevation and water table elevation and the difficulty in operating
heavy excavation equipment within 2 to 3 feet above the water table. Generally, the channel area
gained below this level is not needed and the excavated material would be unsuitable for use as
fill material without drying. Also, consideration should be given to providing a pilot channel. This
would allow the contractor to excavate the area in the dry and then open up the flow with a dragline or blade.
For more complete guidance on channel modifications, reference is made to "Highway Drainage
Guidelines" by AASHTO, 1982 and "Highways in the River Environment" by FHWA, 1975 along

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with the Addendum to Highways in the River Environment, HEC 16, July 1980. (These two documents have been updated and combined into one volume by the February 1990 edition, FHWAHI-90-016.)
2.3.10 Guide Banks

Where an approach embankment encroaches on a wide floodplain and constricts the normal flood
flow, special attention must be given to the problem of scour. This is particularly a problem in the
vicinity of bridge abutments. Flow from the floodplain travels along the embankment and enters
the constriction as a concentrated jet normal to the flood flow in the main channel. This jet interferes with the normal stream lines through the bridge. As a result, the severity of the contraction is
increased at the abutment, the effective length of the bridge opening is reduced, and the possibility
of scour is great at the junction of the two jets. There have been cases in which the violent mixing
action, at convergence of the side jet and the main flow, has caused extensive scour and loss of
portions of a bridge. This condition can be alleviated somewhat on new bridges by not allowing
borrow pits on the upstream side of embankments, forbidding the cutting of trees back of the toe
of the fill slope and providing smooth stream lines through a bridge.
In cases where the approach embankment diverts considerable floodplain flow through the bridge
opening, a properly proportioned spur dike is effective in reducing gradient and velocity along the
embankment by moving the merging flow away from the abutment to the upstream end of the
dike. The combined flow is directed so the entire waterway under the bridge is utilized, thus
reducing the depth of scour in the vicinity of the bridge abutment and the adjacent piers. Scour, if
it occurs, is moved upstream away from the bridge structure. Three principal considerations
involved in the proportioning of a guide banks are geometry, height, and length. Laboratory studies have shown that a dike shaped in the form of a quarter of an ellipse, with a ratio of major
(length) to minor (offset) axes of 2.5:1 performed as well or better than any shape tested. The
height of the spur dike, which is based on anticipated high water, should provide sufficient freeboard to avoid overtopping and be protected from wave action. With the exception of dikes constructed entirely of stone or earth dikes properly armored with a graded stone facing, overtopping
will usually result in serious damage to the dike, since the difference in level across the dike is
generally sufficient to cause erosion. Since field information on the behavior of guide banks is
limited, a conservative approach is recommended.
The information presented here for determining the length of a guide banks is the result of model
studies performed at Colorado State University, field data collected by the U.S. Geological Survey during floods in the State of Mississippi and field observations by D.E. Schneible during
floods. In selecting the required length of a spur dike, the parameters involved are a guide banks
discharge ratio, Qf/Q100, relating the floodplain flow (side flow) specific portion of the flow under
the bridge and a representative velocity adjacent to the bridge. Values for parameters may be
obtained from water surface profile programs. Generally, if the length read from the chart is less
than 50 feet, a guide bank is not required, except where geometrics would indicate a need. This
need would be resolved during the field check. A minimum length of guide banks is required to
direct the curvilinear flow around the end of the dike to merge with the main channel flow and
establish a straight course of flow before reaching the bridge abutment. Based upon the studies to
standardize the design of guide banks it is recommended that the minimum length be established

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as 100 feet. For detailed information on the model studies and field data collected on behavior of
guide banks relating to design considerations, reference is made to Hydraulics of Bridge Waterways, HDS-1 Federal Highway Administration, March 1978. An alternate method for determining the length of guide bank based upon bridge length is shown in Section 2.3.12. See 2.3.10
Guide Banks

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Figure 2.3.10-1 Chart for Determining Length of Guide Banks

(See next page for definition of terms)

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Q =
Q =
Q100=
b =
An2=
Vn2=
Design Manual
Total discharge of the stream, cfs

Lateral or floodplain discharge of either floodplain intercepted by the embankment, cfs
Discharge in 100 of stream adjacent to the abutment, cfs
Length of the bridge opening, ft.
Cross-sectional flow area at the bridge opening at normal stage, sq. ft.
Q
An2
= Average velocity through the bridge opening, fps
Qf
---------- = Guide bank discharge ratio
Q 100
Ls = Projected length of guide bank, ft.
X2
Y2
+
=1
L2s (0.4 L ) 2
s
Ls =
( X 2 + 6.25Y 2 )

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Figure 2.3.10-2 Alternate Method for Design Length of Guide Banks

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2.3.11 Bank Protection

2.3.11.1 General
To design bank protection properly, knowledge of how the bank fails is important. The ways in
which a bank fails is as follows: (1) erosion of soil particles by either river currents or waves, (2)
bank sloughing caused by internal hydrostatic pressure in the bank line materials, (3) slip-circle
failure undermining the toe, and (4) liquefaction. The purpose is to protect the embankment and to
define the flow area through the stream crossing. Where channels are expected to remain stable or
where the embankment (bridge berm) is set back from the stream bank with only minor constriction at lower frequencies, it is not necessary to protect the bank, but consideration should be given
to protecting the bridge berm at the design frequency flow. At sites where the embankment coincides with the stream bank or is practically an extension thereof, protection of both the stream
bank and embankment is recommended.
2.3.11.2 Rock Riprap

The most common method of bank protection is by rock riprap. Except for projects requiring the
Corps of Engineers specification, broken concrete rubble may be considered for slope protection.
The reinforcing steel shall be trimmed closely to the concrete surface. Regulations prohibit the
use of asphalt covered concrete or asphalt pavement for slope protection. The sides of the bank or
embankment are lined with large rocks to prevent erosion along the bank and at the toe. Rock riprap protection has advantages in that it is flexible and local damage is easily repaired. Appearance
of the rock riprap is natural and in time, vegetation will grow between the rocks. Also, wave runup on rock slopes is usually less than for other types of protection. Construction must be accomplished in a prescribed manner for proper behavior. Factors to consider in the design of rock riprap protection are as follows: (1) the durability and density of the rock, (2) the magnitude and
direction of stream velocity, (3) the angle of the side slopes, (4) the size of the rock, and (5) the
shape and angularity of the rock. Corps of Engineers' projects require a special specification for
heavy stone riprap with a filter blanket. Filter blankets are essentially used as reverse filters to
prevent piping damage to the riprap caused by movement of small particles up through the larger
stone as a result of decreased hydrostatic pressure for flowing water. Stone bank protection should
terminate with a self-healing toe.
Design guides for estimating rock size for channel and stream bank protection are included in
Section 2.3.12. The velocities noted in the Corps of Engineers' Chart are considered to be the
average velocity over the hydraulic section and the velocity noted in the ASCE Chart is considered to be local velocity computed at a specific sub-area. The charts are considered simple
approximations for estimating purposes only. Final design should follow the references noted
hereafter.
Present practice for ordinary design is to specify a minimum 18" thick blanket of Slope Protection (Shot-Rock) for embankment protection including under the drip lines of bridge slabs. Use a
24" thickness along stream banks and streambeds. Slope Protection (Shot-Rock) is described by
the Specifications as a quarry-run gradation with the largest size limited by the thickness specified on the plans and not more than 10% passing a 1" sieve. Estimates of the D50 can be assumed
at 2/3 of the 18" and 24" thickness commonly specified.

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Where unusual problems are anticipated or the adequacy of Shot-Rock is uncertain, the bid item
"Slope Protection (Riprap Stone)" should be used. This item is a graded riprap. The gradation
shall be shown on the plans. When using this bid item, a complete detailed design of the riprap
gradation and filter blanket, if used, is recommended.
The bid item "Riprap (size)" is similar to the bid item "Slope Protection (Riprap)" except the stone
is required by specifications to be placed by hand. Because of the added expense of hand placement, the bid item "Riprap (size)" should only be used in special circumstances.
For more complete guidance in the design of riprap to obtain an adequate safety factor, reference
is made to "Highway in River Environment Hydraulics and Environmental Design Considerations" by U.S. Department of Transportation, FHWA, May 1975, along with the Addendum to
Highways in the Highway Environment, HEC 16, July 1980. (These two documents have been
updated and combined into one volume by the February 1990 edition, FHWA-HI-90-016). Reference is also made to "Design of Riprap Revetment", HEC 11, FHWA, 1989.
2.3.11.3 Miscellaneous
Other methods of bank protection such as articulated concrete mattresses, gabions, concrete filled
bags or other products will be reviewed on a case by case basis.

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Figure 2.3.11.3-1 Typical Slope and Bank Protection, and Channel Lining

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Figure 2.3.11.3-2 Guide for Estimating Stability of Channels and Large Rocks

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Figure 2.3.11.3-3 Stone size that will resist displacement

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2.3.12 Temporary Stream Crossing

General Information
The design Engineer will estimate the ordinary high water discharge ( QOHW ) for projects with
stream crossings, based on the observed Ordinary High Water (OHW) stage (see definition on
page AB-12). The estimated QOHW will be included on the plans in the Drainage Data table,
and also in the Hydraulic Assessment Checklist (HAC).
The ordinary high water discharge should be estimated based on the OHW elevation observed in
the field and computed in the hydraulic analysis. This is the Primary Procedure which is
recommended. Where it is not possible to determine the OHW elevation in the field, as in the
case of incised or braided channels, the Alternate Procedure shown below can be used.
The KDOT Road Design Manual Part C, recommends using a 2-year recurrence interval
discharge where the OHW cannot be determined by field observations. This flow may be overly
conservative and the Alternate Procedure shown below may be used in its place.
General Notes and Plans
Plan sheet general notes NOT9500 through NOT9530 have been modified to include the
estimated ordinary high water discharge (QOHW). This regulatory flow allows the Contractor to
size the pipe(s) opening in compliance with KDOT Landscape Standard LA852B Temporary
Erosion Control.

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Procedure for Calculating Estimated Ordinary High Water Discharge Q OHW

Determine the OHW in the field and and establish the elevation by survey.
Compute QOHW per the hydraulic model based on the physical surveyed location and elevation.
Verify the reasonableness of QOHW (should be Q1 or less, based on annual exceedence definition). Also compare with the USGS flow duration, see USGS stream statistics. Alternate
Method can be used when the above Primary Method is not with in prescribed limits
Alternate Method Calculations (Extrapolates Q1 from known Q2 and Q5)

Te =
The average period of time between independent events that equal orexceed a
specified magnitude
Tm =
The return period that is equaled or exceeded on average once every Tm years.
This is compatible with USGS Gage Data
Value Description
Te
0.33
years
Tm
1.05
years
a
2.957 Exponent for Q2
b
-1.957 Exponent for Q5
REFERENCES
Chow, V.T., 1964. Handbook of Applied Hydrology, A Compendium of Water-resources
Technology. McGraw-Hill Book Company. Section 8-I, pp. 22-23.
Procedure developed by C.B. Young (University of Kansas) and B. Rognlie (KDOT)
Example of Alternate Proceedure:

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Given: Q2=100 cfs Q5=200 cfs

Q OHW = 100
2.957
200
1.957
= 25 cfs
Background information
For permit compliance, the Kansas Department of Wildlife and Parks Tourism (KDWPT) and
KDOT Construction and Maintenance (C&M) agreed to incorporate several requirement into
temporary crossing designs. As a result of the agreement, the plans will show the ordinary highwater flows as directed on LA852B for temporary erosion control for stream crossings. The main
intention of the requirement is to provide aquatic passage for threatened and endangered species
(T&E) and is justified under the Kansas Nongame and Endangered Species Conservation Act of
1975, KSA 32-957 to 963. The hope is that it increases familiarity of the design concept and
reduces overall impacts to aquatic systems, and therefore issues with other permitting agencies.
KDWPT recognize that it might not be feasible in all scenarios. The intent is to require the design
when impacting T&E waters under KDWPT authority. See KDOT Specifications for Temporary
Erosion Control.

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2.4 FIELD CHECK PLANS

Requirements for preparation of project plans for field check are as follows:
1.
Plot Contour Map. The contour map should be plotted as soon as practicable after the
notes are received from the field. A scale of 1"=50 is standard; however, use largest scale
that will plot all field data.
A Contour Map is required at field check for all bridge structures including interchanges,
bridge-size boxes and bridge-size box extensions. Include a contour map on 10 to 20
Structures, (Formerly known as '500' Series Structures) for special conditions. The Squad
Leader will decide if the Contour Map is required in the final plans.
2.
Size Structure. If the use of a span bridge is probable at the proposed site, a layout sheet
should be prepared to include as many items as are available at the time of field check.
Plot layout to largest scale that will fit bridge on the sheet (1"=30 Min.). For long bridges
use more than one sheet. As a minimum for field check, the following information should
be included on the contour map and the layout sheet.
a.
Elevation and plan details of proposed structure with span lengths, stations and
profile grade elevations.
b.
Right-of-Way, temporary or permanent easements.
c.
Span lengths and overall length.
d.
The roadway.
e.
Any phasing, typical sections or cribbing required.
f.
Typical road cross-section.
g.
Description of proposed bridge and station, including serial number.
h.
Unit stresses.
i.
Design loading.
j.
Show Drainage data (if a stream crossing).

See Attachment 2.3.4-2. Hydraulic Data for Open Span Bridges and Attachment
2.3.4-3 Hydraulic Data For Culvert Bridges
k.
Streambed elevation, water elevation with date, design high water and historic
high water with date and location, and ordinary highwater elevation and two
Bench Mark elevations.

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l.
m.
Design highwater clearance and location.

For overpasses, indicate vertical and horizontal clearances and points of minimum
clearance. Note on the Field Check memo when work is done to a bridge but the
vertical clearance requirements, in accordance with 2.2.2.1 Interstate and Freeway
(Class A and B Routes), are not met. If management decides not to obtain the
requested clearances, document this by memo to the Bureau Chiefs office.
n.
For Railroad overpasses, indicate railroad clearances, top of rail, R.R. Stationing,
highway clearance, top of road. (For railroad overpass, see Section 1.2.6 Railroad
Agreement for additional field check data and pre-field check data requirements,
including the Overhead Submittal Checklist).
o.
For channel changes, show plan and elevation view, profile view of ground and
proposed flow-line of channel and typical section.
p.
Show branding of bridge beams, ditch tie-ins, slope protection, etc.
q.
Show shoulder line, roadbed width, earth slopes and berm information.
r.
Water opening sketch of existing bridge and adjacent bridges. (Include T.O.
Elevation)
s.
Typical section of Bridge (see item 6).
t.
If existing structure, show substructure in plan and elevation and check for
conflicts. If the limits of new and existing footings are 5 ft. or less, produce a sheet
showing the existing and proposed substructure elements for Field Check. Note
that in some instances, there are two existing structures that may be of concern.
u.
Determine type of shoofly detour bridge if required. Final determination of type at

field check and consultation with District.
As a minimum, Bridge Field Check plans should include title sheet, typical
section, plan and profile sheets for bridge site, contour map, construction layout
and prints of existing bridge if replacement.
3.
Include Hydraulic-Assessment Checklist for Drainage Design (All Bridge Stream

Crossings). Show the limits of scour on the layout sheet. The depth of scour can affect
Geologys recommendations.
4.
Prepare questions (on 8 x11 sheets or detail sheets) to be considered during field
check. Typical field check questions to be discussed are as follows:
a.
Will this be a single contractor project?
b.
Removal of Existing Structureby which contractor? Grading ___ Bridge___

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(Note: The removal of existing substructure is covered in the specifications.

However, the designer may choose to override the specifications due to unique site
conditions. Discuss and document decisions in the Field Check Memo.)
5.
c.
Any salvage?
Amount
Where stockpiled
Disposal by contractor
Place as slope protection
Yes ___ No ___

_____________
____________
_____________
_____________
d.
Verify type and location of detour bridge

(Complete hydraulic analysis for Detour
Bridge prior to Field Check)
_____________
e.
Is backwall drainage required?
_____________
f.
Is wingwall drainage required?
Yes ___ No ___
g.
Is a soil saver required?
Yes ___ No ___
h.
Is a wingwall apron required?
Yes ___ No ___
i.
Condition of channel
Is clearing required?
Is slope protection required?
Are there unusual conditions? List
Is a spur dike required? If so, where.
Ice loads to be considered in design?
j.
Utilities
What utilities are on bridge?
What utilities are near the bridge?
k.
Are there stream gauges? Where located
l.
Corral rail curb length at abutment.
m.
Approach slab, type of joints, free or tied to bridge.

Curbs on Approach slab? (See 2.1.4 Bridge Approaches).
n.
Limits of concrete ditch lining/concrete riprap toewalls.
Additional questions for rehabilitation projects (Refer to Bridge Maintenance Packets, see
Section 2.1 GENERAL)
a.
What is the condition of the structure?
Condition of the piers?

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Column damage?
Are footings exposed?
Condition of the deck?
Design Exceptions needed for:
(1) Rail?
(2) Design Loading?
(3) Width?
(4) Clearance?
b.
For steel superstructure

(1)
Where are girder field splices?
(2)
Are field splices
(3)
(4)
(5)
(6)
(7)
(8)
(9)
c.
d.
e.
welded
riveted
bolted
______
______
______
Condition of paint?
Date of last painting
____________
Is paint lead content test (TCLP) required?
What is the condition of abutment?
Clearance?
What is condition of expansion device?
What is condition of bearing devices/bearing pads?
What is condition of concrete deck?
Replacement?
Yes ___ No ___
Overlay?
Yes ___ No ___
For concrete rehabilitation

(1)
What is the condition of the Deck?
Overlay?
Yes ___ No ___
(2)
What is condition of girders or slab spans?
Location of cracks
(3)
What is condition of curbs?
(4)
What is condition of bearing devices/bearing pads?
(5)
What is condition of piers?
Column damage?
Are footings exposed?
RCB Extensions
(1)
Inspect box barrel for cracks?
Due to wing walls
Due to box settlement
(2)
Check for undermining of downstream toe wall
(3)
Check for evidence in channel that box may be
undersized or oversized
(4)
Will extension be beyond clear zone? If not, what is required?
Recommendations concerning RCB extension

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(1)
(2)
f.
6.
Design Manual
For box extension lengths of 15 feet or less, the extension should be tied to
the existing box by either reinforcing dowels or provide lap length with
existing reinforcement.
For extensions greater than 15 feet in length, the extension can generally be
free standing and can butt against the wings and hubguard. Check cover
over hubguard provided by new grade line - should be at least 1-0 to
avoid a hard spot in the traveled way. The hubguard serves as an edge beam
for the slab and when the old hubguard is removed, the slab should be
removed to provide lap length of the reinforcing for the extension. Also,
when butting the slab extension to the existing box, an edge curb should be
constructed.
Document and evaluate rehabilitation option before deciding

to replace bridge.
Show Typical Section of Bridge

a.
b.
c.
d.
e.
f.
g.
h.
Show type of railing proposed (curb requirements)

Type of deck protection
Show proposed webwall if required (confirm on field check)
Deck rebar type and clearances
Proposed type of pier (subject to geologic evaluation)
(1)
Column and Spread Footing
(2)
Drilled Shaft
(3)
Combination of (1) and (2)
(4)
Pile bent (type of pile), encasement
(5)
Appropriate Alternates
Resolve questions that may arise during final design or detailing
Unusual bridge traffic control required
For retained earth bridge approaches, discuss retaining wall alternates i.e.,
mechanically stabilized earth walls vs. cantilevered concrete walls.
7.
Include one set of original plans if available for information.
8.
If channel change is of extended length beyond sheet size for contour map, include
additional sheet showing:
a.
Geometric Layout
b.
Typical Sections
c.
Profile of Channel Change
9.
If the time-table for plan completion is a problem, and project is to have a combined field
check, obtain permission to furnish preliminary plans to Soils and Geology Unit prior to
field check. In the request to Geology, furnish the preliminary plans with the location of
piers and/or type of structure and indicate the plans are subject to change but that an
evaluation is needed to meet the schedule for completion of final plans.
Distribution of Field Check Plans
10.

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a.
b.
c.
Design Manual
Bridge Office (1)* (Local Projects or State Bridge Office as Appropriate)

Bridge Squad Leader
(1)
FHWA (1)**
(2)
District (1) (if combined Field Check, coordinate with Road Design)
(3)
City/County (if required)
(4)
Railroad (if required) (2)
(5)
Corps of Engineers (if required) (1)
Other's as required
Include 883, Bridge Inspection Display Sheet, Hydraulic Assessment Checklist,

Bridge Log and Sufficiency Rating if bridge replacement.
**
Send Field Check Plans only on Interstate Projects greater than $1 million (Full
Oversight Management). Include 883, Bridge Inspection Display Sheet, Bridge
Log, Hydraulic Assessment Checklist and Sufficiency Rating if bridge
replacement.
After Field Check:

a.
b.
c.
d.
e.
For open span bridges, provide Geology with two field check sets and Soils with
one set. For all consultant Geotech/Geology, refer to Investigation Practices:
Attachment A5-1 Bureau of Design Memorandum (05-15)
For walls, culverts, etc., provide two sets to Soils.
Send Environmental Services the Hydraulic Assessment Report.
Bridge Field check comments should be added to the Road Section plans that go to
District.
For new bridges, certain rehab's and 10 to 20 Structures, (Formerly known as
500 Series RCBs); request a new serial number from the Bridge Special
Assignments Section. Send a one-half size print of the Title Sheet along with the
request.
Office Check: Attachment A5-3 Bureau of Local Projects Memorandum (05-16)

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Figure 2.4-1 Coordination Status Sheet

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Attachment 2.3 Example-Bridge Site Report

Bridge Site Report
Project Number 160-17 K-5044-01
Bridge Number 160-17-2.25 (001)
US-160 Over Bluff Creek

Comanche County
Bridge Section
Bureau of Design
Prepared by: Jeffrey S. Ruby

Bridge Section
February, 1995

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TABLE OF CONTENTS
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Existing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Historical High Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Drainage Basin Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Hydrology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Bridge Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
a) Existing US-160 Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
b) Proposed 15 m - 6 @ 20 m - 15 m Haunch Slab . . . . . . . . . . . . . . . . . . . . 8
c) Proposed 22 m - 4 @ 27 m - 22 m Steel Rolled Beam. . . . . . . . . . . . . . . . 12
d) Proposed 7 @ 21.5 m Prestressed Beam . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Scour Evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Reference List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Appendix A Hydraulic Assessment Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Appendix B Scour Evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
Scour Computation Spreadsheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
WSPRO Analysis with HP cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-11
Guide Bank Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-23,B-24
Appendix C Hydrology Calcs. with Regression Analysis . . . . . . . . . . . . . . . . . . . . . C-1
Appendix D Rating Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1
Appendix E WSPRO Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1
Appendix F Miscellaneous Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-1

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LIST OF FIGURES
Figure No. 1
Comanche Co. Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Figure No. 2
USGS Sugarloaf & Protection Quad Maps. . . . . . . . . . . . . 4
Figure No. 3
Contour Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure No. 4
Log-Probability Plot of Frequency-Flows . . . . . . . . . . . . . 7
Figure No. 5
Stream Bed Profile for Bluff Creek . . . . . . . . . . . . . . . . . . 9
Figure No. 6
Bluff Creek Cross Sections. . . . . . . . . . . . . . . . . . . . . . . . 10
Figure No. 7
Aerial Photograph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure No. 8
Cross Section of Proposed Alternate . . . . . . . . . . . . . . . . 13
Figure No. 9
Proposed Bridge Cross Section with Scour . . . . . . . . . . . 16
LIST OF TABLES
Table No. 1
Flood Frequency Flow Rates . . . . . . . . . . . . . . . . . . . . . . . 6
Table No. 2
Backwater Results from WSPRO Computations . . . . . . . 12
Table No. 3
Estimated Cost of Haunch Slab Alternate . . . . . . . . . . . . 14
Table No. 4
Bridge Scour Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
US-160 Over Bluff Creek

West of Protection, Kansas
Br. No. 160-17-2.25 (001) Sta. 1+825.737
Prod. No. 160-17 K-5044-01

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Introduction
The Kansas Department of Transportation plans to replace the bridge on US-160 at the Bluff
Creek crossing 3.62 km West of the Clark-Comanche county line in Comanche County (see
Figure No. 1). The project is scheduled to be let in September, 1996. The project authorization
('883') proposes an 11 m roadway. Design AADT is 1000.
Existing Structure
The existing structure is a 19 @ 9.91 m simple span reinforced concrete deck girder. It was
constructed in 1931 with a 7.315 m roadway. Total waterway provided is 321.4 m2 Low steel
elevation is 556.58 m which is about 2.77 m above the flow line. In 1969, work was done to repair
the existing bridge girder ends and bridge seats at the joints. Today structural deterioration has
prompted a posted load of 23-36-36 T. A comparison of the Existing channel location with the
location in 1931 shows that the channel has migrated about 64 m east. The 1993 Sufficiency
rating is 52.7%.
Historical High Water
The original plans dated 1931 show historical high water at elevation 556.12 m. The original
plans show elevation 263.25 m, and adjusted to current datum, equals elevation 556.12 m.
According to Bob Armstrong, Area One Construction Engineer, water has not been over the
roadway (Crown Grade Elev. 557.57), but it has been reported to be up to the bottom of the deck,
Elevation 557.15 m.

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Figure No. 1 Bridge Location

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Drainage Basin Description

The drainage area is 893 km2 and is located in Southwest Kansas. Approximately 100 km2
(11%) is non-contributing for runoff. The estimated land use is 64% pasture and rangeland, 33%
cultivated, 3% woodland and other land. The potential for non-rural development is estimated to
be low. The Bluff Creek watershed is in the Red Hills Physiographic Province that includes areas
of buttes, rugged hills, and mesas. Land surfaces range in elevation from 553.8 m to 803.1 m
above sea level. The uplands consist of deep, well drained, silty to loamy soils. The flood plains
and terraces consist of somewhat excessively drained to poorly drained soils that have a sandy or
loamy subsoil. The drainage area is about 56 km long with an average width of about 16 km. The
definable stream channel for Bluff Creek is about 95 km in length. Bluff Creek drains into the
Cimarron River about 26 km downstream from the US-160 crossing (See Figure No. 1). The
average flood plain upstream on Bluff Creek is about 600 m to 750 m wide (See Figure No. 2).
About 1040 m upstream from the US-160 bridge is a railroad bridge. About 2680 m upstream
from the US-160 bridge a county road bridge crosses Bluff Creek (See Figure No. 3). A State
Lake controls 296 km2 (37%) of the upstream drainage area. The Bluff Creek drainage area in
Comanche and Clark counties is not located in a FEMA Flood Insurance Area.
Hydrology
The contributing drainage area is 793 km2. The Mean Annual Precipitation (MAP) is 533 mm.
The Mean Annual Runoff (MAR) is 22.4 mm. The 2-yr., 24-hr. rainfall is 70 mm. An average
slope of the basin is 2.63 m/km. The average soil permeability is 33 mm/hour. Five methods for
flood frequency were used for the analysis: 1) USGS Report 87-4008. 2) USGS Tech #11. 3)
FENL-H. 4) Comparative Hydrological Study based on flow rate and drainage area of selected

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streams in Western Kansas. 5) Log-Pearson III analysis on USGS gage #07157940 on Bluff Creek
adjusted for area. Figure No. 4 shows a log-probability plot for all methods considered.
USGS gage #07157940 was on Bluff Creek at the Cimarron River confluence, and has a
drainage area of 1702 km2 of which 197 km2 is probably noncontributing. There is only 7 years of
gage flow records. The contributing drainage area for the gage is 1505 km2. A Log-Pearson III
analysis was run on the 7 flow values adjusted by the ratio of the areas. (793 m2 /1505 m2) These
flows are not very representative of the flow rates above the Q10 to Q25 range. With such limited
data these flows were not used to determine design flow rates.
For the comparative hydrological study, data from selected gaged sites in western Kansas was
used to create a multiple linear regression model based on the drainage area and the 2-year, 24hour rainfall. There were 26 sites used. Drainage areas ranged from 3 km2 to 14330 km2 with 6
below 25 km2, 9 between 25 km2 and 250 km2, and 10 above 250 km2. There are 2 gage sites with
less than 20 years of record, 7 gage sites between 20 and 25 years of record, and 16 gage sites
with greater than 25 years of record. The maximum years of record is 41 years, and the minimum
years of record is 17 years. The gage data and log-Pearson III frequency-flow data were taken
from the USGS Report 87-4008. The flood frequencies from the comparative hydrological study
were selected for Q2 to Q100. The Q500 frequency flow was taken as 1.7*Q100. Table No. 1
contains the frequency-flow data selected.

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Table No. 1
Flood Frequencies Selected for Design
Q2 = 34.9 m3/s
Q5 = 92.7 m3/s
Q10 = 152 m3/s
Q25 = 255 m3/s
Q50 = 353 m3/s
Q100 = 473 m3/s
Q500 = 804 m3/s
(See Appendix C for computations)

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Figure No. 4 Log-Probability Plot of Frequency-Flows

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Bridge Hydraulics
Stream cross sections as well as cross sections at the existing bridge openings were taken from
the field survey. Additional cross sections were taken from the contour map as required for
analysis. From the USGS Quadrangle map a stream bed profile was plotted (see Figure No. 5). A
slope of 1.72 m/km (0.172%) was chosen to represent downstream tailwater conditions. The
average depth of the channel from the flow line to the Q2 to Q5 bank is about 2 m, and averages
60 m in width. The average depth of the channel that contains the Q100 is about 4 m and is about
600 m to 800 m in width. Average bankfull approximately elevation 555 m to 556 m (see Fig. No.
6). Comparing an aerial photo from July 1993 (Fig. No. 7), and pictures taken during bridge
inspections, Manning's 'n' values of 0.035 to 0.045 for the streambed, 0.10 for overbank timber,
and 0.05 to 0.07 for other overbank areas were estimated. Figure No. 6 shows the cross sections
and 'n' values used for the computer model WSPRO (See Appendix F). Existing overtopping
elevation is approximately 557.5 m. High water has been up to the bottom of the deck (Elev.
557.15 m) but has never been the road.
A WSPRO model was created using the above data. Table No. 2 lists the results obtained from
the WSPRO modeling of the existing and proposed bridges. See Appendix E for the input used in
the WSPRO calculations.
a.) Existing US-160 Bridge Effective low steel elevation is approximately 556.59 m which
is about 2.77 m above streambed. Existing effective waterway opening perpendicular to stream
flow is about 321 m2 Existing high water clearance at Q50 is about -0.32 m. Existing high water
clearance at Q100 is about -0.62 m. The frequency of overtopping is about 80 years. This
resulting frequency is judged to reasonably agree with the highwater information, and the
assumptions for the WSPRO model were deemed satisfactory.

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Figure No. 5 Streambed Profile for Bluff Creek

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b.) 15 m - 6@20 m - 15 m Haunch Slab The haunch slab provides about 368 m2 of effective
waterway opening. Proposed low steel elevation is 557.24 m which is 0.65 m above existing
low steel. High water clearance at Q50 is about 0.35 m. High water clearance at Q100 is about
0.06 m. The proposed bridge is 38.29 m shorter than the existing bridge. Channel grading will be
required to shape the existing channel to take advantage of the proposed bridge opening. A raise
in grade of about 0.28 m will be required. The proposed location for abutments and piers will not
interfere with the existing footings (see Figure No. 8). Overtopping frequency is Q90.
c.) 22 m - 4@27 m - 22 m Steel Rolled Beam The steel rolled beam provides about 410 m2 of
effective waterway opening. Proposed low steel elevation is 557.52 which is 0.93 m higher than
existing low steel. High water clearance at Q50 is about 0.63 m. High water clearance at Q100
is about 0.34 m. The proposed bridge is about 36.29 m shorter than the existing bridge. Channel
grading will be required to shape the existing channel to take advantage of the proposed bridge
opening. A raise in grade of about 1.12 m will be required. The proposed location for abutments
and piers may interfere with the existing footings. An analysis using WSPRO was not made, but
the results would be similar to or better than the haunch slab.
d.) 7@21.5 m Prestressed Beam The prestressed beam provides about the same effective
waterway opening as the steel rolled beam bridge. Proposed low steel elevation is 557.52 which
is 0.93 m higher than existing low steel. High water clearance at Q50 is about 0.63 m. High
water clearance at Q100 is about 0.34 m. The proposed bridge is about 37.79 m shorter than the
existing bridge. Channel grading will be required to shape the existing channel to take advantage
of the proposed bridge opening. A raise in grade of about 1.43 m will be required. The proposed
location for abutments and piers may interfere with the existing footings. An analysis using
WSPRO was not made, but the results would be similar to or better than the haunch slab.

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Table No. 2
Backwater Results from WSPRO Computations
----------------------------------------------------------Existing
Proposed
Normal
19@9.1 15-6@20-15
Frequency
WSEL
Backwater Backwater
----------------------------------------------------------Overtopping 557.50
Q80
Q90
Contact L.S.
Q25
Q115
Q2
555.57
0.00
0.00
Q5
556.23
0.00
0.00
Q10
556.60
0.02
0.02
Q25
556.94
0.05
0.11
Q50
557.17
0.17
0.18
Q100
557.44
0.30
0.26
-----------------------------------------------------------
Discussion
The steel rolled beam alternate and the prestressed concrete beam alternate would require that
highwater clearance at the Q100 be at least 0.3 m but preferably not less than 0.6 m. This would
require a raise in the road grade in the vicinity of the bridge on the order of 1.1 m to 1.4 m for the
steel rolled beam and on the order of 1.4 m to 2.0 m for the prestressed concrete beam. Because of
the existing steep grade on the approach to the bridge from the west, a considerable expense
would be needed to raise the grade more than 0.3 m at the bridge site. The requirement for the
highwater clearance at the Q100 to be at least 0.3 m has been waived before on reinforced
concrete haunched slabs due to their weight and inability to trap air and debris between girders.

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The shorter proposed bridge will cause an increase in the velocity of the flow through the bridge
at flow rates below Q70. The largest increase in velocity is at Q25 which is 25% greater than the
existing bridge. (See Appendix D-5) The overall performance of the shorter proposed bridge will
be improved above the Q70 flow rates due to the increased highwater clearance. The estimated
cost for the haunch slab alternate is listed in Table No. 3.
Table No. 3
(15 m - 6@20 m - 15 m Reinf. Conc. Haunch Slab Alternate)
Bid Item
Quantity
Units
Unit Cost
Total
Class III Excavation
70
m3
$45.00
$3,150.00
Class AAA(AE) Conc.
m3
$365.00
$0.00
Class AAA(AE)(SW) Conc.
1103.7
m3
$390.00
$430,443.00
Epoxy Reinf. St. (Gr. 400)
150000
kg
$1.35
$202,500.00
Reinf. St. (Gr. 400)
kg
$1.20
$0.00
HP250x62 Piles
60
$85.00
$5,100.00
Drilled Shft. (1.2 m )
126
$1050.00
$132,300.00
Backwall Protection Sys.
36
m2
$22.00
$792.00
Abut. Strip Drain
30.2
m2
$50.00
$1,510.00
Total =
$775,795.00
= $470/m2

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Scour Evaluation
Based on the original plans dated 1931, redbeds were estimated at elevation 551.2 m or about
2.6 m below the existing streambed. The redbeds consist mainly of shale, siltstone and sandstone
interbedded with gypsum, salt and dolomite. The banks of the stream are composed of sandy
loam. Between the redbeds and the stream bed there is sand. A scour analysis for the proposed 15
m - 6 @ 20 m - 15 m RCSH bridge was completed using the procedure outlined in Bridge Scour
Analysis Using WSPRO by Parr. The Q100 was used for the worse case for bridge scour. See
Table No. 4 for a summary of the results. Appendix B contains the data and calculations used for
the scour analysis.
Table No. 4
Scour Type
Left Overbank
Main Channel
Right Overbank
Degradation
0.0 m
0.0 m
0.0 m
Contraction
1.1 m
1.7 m
1.4 m
Pier
3.5 m
3.0 m
2.9 m
Abutment
5.2 m
--
5.2 m
Total at Pier
4.6 m
4.7 m
4.8 m
Total at Abutment
6.3 m
--
6.6 m

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A review of the maintenance folder for the US-160 bridge revealed no record of repairs due to
stream erosion, although the contour map suggests that stream erosion has occurred at the bridge
site. Also, the stream bed is sandy and there is evidence that the main channel has moved laterally.
Figure No. 9 shows the plot of the computed scour at the bridge site. There is a large amount
of calculated abutment scour. Using the guidelines from HEC #20, the length of guide bank
suggested is 25 m. Guide banks should be used on both abutments. The piling or the drilled shafts
for the piers will be driven to bearing or will socket into the redbeds respectively, so scour will not
be critical for this bridge.
Recommendation
Based on the above information it is recommended that the proposed 15m-6@20m-15m
reinforced concrete haunch slab replace the existing structure.

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Figure No. 9 Bridge Cross Section Showing Scour

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Reference List
1.
Survey Notes Project 160-17 K-5044-01

Survey Chief: A. J. Hanson, K.D.O.T
October, 1993
2.
U.S.G.S. Topographic Map, Protection, KS Quadrangle

Contour Interval = 10 ft. Scale 1:24,000 1980
3.
U.S.G.S. Topographic Map, Sugarloaf, KS Quadrangle

Contour Interval = 10 ft. Scale 1:24,000 1979
4.
Aerial Photograph July 28, 1993

Photo CM-3-9
5.
Bridge Waterways Analysis Model (WSPRO), Federal Highway Admn.

Program HY-7, Report No. FWHA-IP-87-3
December, 1986
6.
Floods In Kansas and Techniques for Estimating Their Magnitude and Frequency on
Unregulated Streams, U.S.G.S. Regression Method, R.W. Clement, U.S.G.S. Lawrence,
Kansas, 1987.
7.
Technical Report No. 11, Magnitude and Frequency of Floods in Kansas, Kansas Water
Resources Board. February, 1975.
8.
Hydraulic Design Utilizing Frequency-Equivalent Hydrographs, FENL-H Method Update,

Robert L. Smith, University of Kansas, Lawrence. Volume I, June, 1982.
9.
Evaluating Scour at Bridges Second Edition, Hydraulic Engg. Circular #18, Federal
Highway Adm., Report No. FHWA-IP-90-017. Revised April, 1993.
10.
Stream Stability at Highway Structures, Hydraulic Engg. Circular #20, Federal Highway
Adm., Report No. FHWA-IP-90-014. February, 1991.
11.
Bridge Scour Analysis Using WSPRO, David E. Parr & Shimin Zou Department of Civil
Engg., University of Kansas, Lawrence. November, 1992.
12.
Soil Survey of Clark County, Kansas, United States Department of Agriculture, Soil
Conservation Service, US Government Printing Office: 1982-376-600/2032, Issued
December 1982.
13.
Soil Survey of Comanche County, Kansas, United States Department of Agriculture, Soil
Conservation Service, US Government Printing Office: 1989 0-242-994:QL3.
Issued June 1989.

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14.
Design Manual
Kansas Landscapes: a geologic diary, Frank W. Wilson, Kansas Geological Survey, The
University of Kansas, Lawrence, Kansas. 1978.
15.Kansas Rocks and Minerals, Laura Lu Tolsted and Ada Swineford, Kansas Geological Survey,
The University of Kansas, Lawrence, Kansas. 1997

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Hydraulic Assessment Checklist.

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Table of Contents
3.1 Application of Loads ................................................................................................1
3.2 Limit States ..............................................................................................................2
3.3 Load Modifiers......................................................................................................... 3
3.4 Loads ........................................................................................................................ 3
3.4.1 Permanent Loads .......................................................................................................... 3
3.4.2 Live Load ..................................................................................................................... 4
3.4.2.1 Rehabilitation Considerations ................................................................................... 9
3.4.3 Dynamic Load Allowance............................................................................................ 9
3.4.4 Thermal Force Considerations ..................................................................................... 9
3.4.5 Braking Force .............................................................................................................10
3.4.6 Centrifugal Forces ......................................................................................................10
3.4.7 Vehicle Collision ........................................................................................................10
3.4.7.1 Protection of Structures ...........................................................................................10
3.4.7.2 Vehicle Collision with Barriers ..............................................................................14
3.4.8 Seismic Loads ............................................................................................................14
3.4.9 Wind Load on Structures............................................................................................ 17
3.4.10 Wind Load on Live Load .........................................................................................17
3.4.11 Ice Loads ..................................................................................................................17
3.4.12 Water Loads .............................................................................................................17
3.3.5 Construction Loads .............................................................................................18

3.3.6 Transportation Loads ...........................................................................................18
List of Figures
Figure 3.4.2-1 Military Heavy Equipment Transport .....................................................................7
Figure 3.4.2-2 Map showing area of Ft. Riley military influence for Seismic Detailing ..............8
Figure 3.4.7-1 Railroad Grade Separation Crash Wall Details .....................................................13
Figure 3.4.8-1 FLOW CHART FOR SEISMIC LOADS .............................................................16
List of Tables
Table 3.3 -1 Standard KDOT Load Modifiers ................................................................................3
Appendix
Appendix A ...................................................................................................................................20
Reference
References .....................................................................................................................................19

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3.1 Application of Loads
Loads are considered to be transmitted through the superstructure to the substructure and then to
the foundation material. All loads follow the most direct path to a supporting member or the foundation support. For a beam span bridge, the dead loads are transmitted to the pier or abutment as
concentrated reactions from the beams allowing for continuity. For deck slab loads being transmitted to the beams, the slab should be treated as simple span. For a concrete haunched slab
bridge, the dead loads are transmitted to the abutment or pier beam as a uniform load across these
members. Live loads should be placed to give the maximum design for pier caps, columns, piling
or footings. Column design loads are considered coincident loads, that is, loads which can occur
at the same time. It is overly conservative to design for the maximum moment occurring at the
same time as the maximum axial load.
For the application of wind load, longitudinal force and thermal force to piers, the designer should
consider the features of the superstructure. These loads will have the most effect on long span
structures with a rocker and bolster, a pot bearing or a spherical bearing. The maximum horizontal force that can be exerted on a pier by expansion bearings is the friction force in the bearings
themselves. The friction force is computed from the dead load reaction times the applicable friction coefficient. Live load reactions are not used in the computation of the friction force because
the vibration due to the passage of live loads will break friction and therefore transfer the load into
the pier. (See Section 14 Bearing Supports)
To determine the point of application of the loads for computation of moment for the pier, the
designer should use what is considered the shear transfer point. Longitudinally, this point may be
considered at the level of the rockers, in which case the load would act at the top of pier. Transverse loads can be applied at the top of pier provided the superstructure is not rigidly braced and
the bearings are multi-directional. For a rigidly braced superstructure with rigidly attached rockers or bolster, the transverse loads may be considered to act at the centroid of the area. This is
considered a conservative approach and should be used on most structures. If transverse wind
load becomes critical, refine calculations.
If there is any question whether ice loads will be a consideration in the design of the bridge, the
problem should be resolved during the bridge field check.
In steel, the stress-strain relationship is sufficiently independent of the rate and duration of loading within the usual range of rates of stress. In concrete, however, the properties change appreciably with time due in part to creep, shrinkage, rate of loading, temperature changes, size of
member and properties of the aggregates and cement. Concrete will creep under load, that is, it
will continue to deform over a long period of time when subjected to constant load. Creep due to
sustained loads tends to reduce the flexural stiffness of a member. In concrete column design,
when creep and shrinkage effects are combined with slenderness effects, the design can become
complicated and service load stresses can only be estimated. The nominal resistance of a given
cross section is rather indefinite. This computed theoretical resistance is reduced by the appropri-

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ate strength reduction factor (0.75 for both tied and spiral columns See Article 5.5.4.2) to
account for variations in material strengths and workmanship.
Even in the absence of external loading, concrete experiences deformations and volume changes
due to shrinkage and the effects of temperature changes. Reinforcement for shrinkage and temperature stresses must be provided near exposed surfaces of walls and slabs not otherwise reinforced. The total area of reinforcement provided shall be at least that specified in Article 5.10.8 in
each directions. Shrinkage is a special consideration in the design of prestressed concrete.
3.2 Limit States

Consider all appropriate load combination and load factors in Tables 3.4.1-1 and 3.4.1-2 to maximize the force effects. In general the following is a summary of the design limit states:
Strength- Strength and Stability
I Basic Load Combination
II Special or Permit
III Wind greater than 50 mph
IV High DL/LL ratio
V LL + Wind > 55 mph
Extreme Event - Long Return Period Events
VIII Earthquake
IX Ice, Vessel, Vehicular collision
Service - Stresses, Deformations, Cracks
I Normal Service Load Combination
II Steel Structures
III Tension in Prestressed Concrete
Fatigue
Uses 75% of one truck as low stress and high cycle loadings.
Fatigue can be both stress induced, as mentioned above, and distortion induced. Relative movement between adjacent girder lines may cause out-of-plane stresses that exceed the initiation
threshold for the detail being considered.
Fatigue loading cycle frequency according to Article 3.6.1.4.2 for finite life calculations require
the calculation of the single-lane average daily truck traffic
ADTTSL = p ADTT
Where:
ADTT SL = the number of trucks per day in a single-lane averaged over the design life
ADTT = the number of trucks per day in one direction averaged of the design life
p = fraction of traffic in a single lane per Table 3.6.1.4.2

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3.3 Load Modifiers

For most structures, each of the load modifiers will be 1.00. For a limited number of bridges, load
modifiers with values different from 1.00 need to be used. Table 3.3-1 summarizes KDOT's policy for load modifiers
Table 3.3 -1 Standard KDOT Load Modifiers
Modifier
Ductility ( D)
Redundancy ( R)
Importance ( I)
Value
Condition
1.00
Steel structures, timber bridges, ductile concrete

structures
1.05
Non ductile concrete structures
1.00
Redundant
1.05
Non Redundant
0.95
ADT < 500
1.00
500 < AADT < 40,000
1.05
Major river crossing, or AADT > 40,000 or InterState Bridge
3.4 Loads
3.4.1 Permanent Loads
The dead load consists of the structure complete, including roadways, curbs, sidewalks and railing. In addition to the structure dead loads, superimposed dead loads such as pipes, conduits,
cables, stay-in-place forms and any other immovable appurtenances should be included in the
design.
Consider the weight of the overlay on a two-course deck to be a 'DC' load. Future
wearing surface (FWS) loads will be considered 'DW' loads. Design dead loads for future wearing surfaces are closely related to KDOT's policy for Bridge Deck Protection (see Section 9.2.1).
For one-course decks with 2 in. clear to top of reinforcing, 25 psf will be used. For two course
decks and one course decks with 3 in. clear to top of reinforcing, 15 psf will be included in the
design. This loading assumes that when the future overlay is in place, in. of concrete will be
milled off the decks that have 2 in. clear and 1 in. will be milled off the decks with 3 in. clear to
top of reinforcing.
The future wearing surface load is not included in the dead load deflections.

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3.4.2 Live Load

Use the HL-93 live load as designated in the LRFD Specifications. The HL-93 live loading consists of the design truck or design tandem, and the design lane load. For negative moment
regions, use 90% of the two design trucks as specified in Article 3.6.1.3. Do not use the double
tandem loading described in the commentary to Article 3.6.1.3.1.
The Kansas Overload Provisions previously used on bridges designed by the Load Factor Design
(LFD) method will not be used with the HL-93 loading.
When a structure is being evaluated for load cases involving more than two lanes of traffic, a
reduction factor or multiplier can be used. This factor recognizes the reduced probability that all
lanes will be fully loaded at the same time. A factor of 1.2 is to be used for the design of structures carrying a single lane of traffic. Note that when using the approximate load distribution factors specified in Articles 4.6.2.2 and 4.6.2.3, the multiple presence factor has already been
incorporated into the formulas.
Fatigue
The fatigue load consist one truck with a constant spacing of 30 ft. between the 32 kip axles. A
dynamic load allowance of 15% is applied to the fatigue load. Note that neither the tandem axle
pair nor the lane load is applied in this limit state. Because fatigue is the effects of one truck on
the structure the distribution factor and multiple presence will reflect that fact. The distribution
factor and the multiple presence factors are based on single-truck load configuration.
Deflection
Deflection is to be limited to values shown in Article 2.5.2.6.2 using the larger effects from the
loading as design criteria of:
Design Truck alone x Distribution Factor x Dynamic Allowance x Multiple Presence
((25% of the Design Truck x Dynamic Allowance) +100% of the Design Lane) x Distribution
Factor x Multiple Presence.
NL
DF = m n ------
Nb
When investigating the maximum absolute live-load deflection, all design lanes should be loaded,
and the supporting components should be assumed to deflect equally. For multi-girder bridges,
this is equivalent to saying that the distribution factor for computing live-load deflection is equal
to the number of lanes divided by the number of girders. Use the Service I live load portion and
include the multiple presence factor from Article 3.6.1.1.2.
Heavy Equipment Transporter (HET)
Load Rate all new and rehabilitated bridge designs (including bridges that are made composite
when redecking) for the heavy equipment transporter (HET) shown in Figure 3.4.2-1 Military
Heavy Equipment Transport. Load rating, design and rehabilitation of all structures, for HET

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loads is a change in KDOTs policy. In the past, only the areas surrounding Fort Riley were subject to the HET loadings. However, the recent trend of routing these military vehicles throughout
the entire state has warranted a change in KDOTs policy.
Use the following HET application and rating guidelines:
HET: Use a minimum Operating Stress Level Rating Factor of 1.0 with full impact and modified
distribution described below. This should result in the HET loading equaling 170-175% of a
HS20 truck and resulting stress levels.
1) For Girder Bridges use full impact and a single lane distribution factor (S/7.0) at the Operating Stress Level.
2) Slab Bridges have a single lane distribution equal to the multi-lane distribution, use full
impact and a 15% increase in the distribution (i.e. 1/E will become 1/(E*1.15)).
NOTE: The single lane distribution factor in girder structures and the15% increase in distribution in slabs is an approximate adjustment for the twelve-foot width trunnion
axles on the trailer.
3) Fatigue and crack control criteria, which is used for normal load rating trucks, are not used
for the HET vehicle or other permitted vehicles due to the smaller number of loading occurrences. See section 4.10.2 LFD Load Rating
4) All new bridge design plans, for projects on state routes, will include the following LFD &
LRFR Rating Factors Chart, on the General Notes and Summary Sheet.

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Figure 3.4.2-1 Military Heavy Equipment Transport

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Figure 3.4.2-2 Map showing area of Ft. Riley military influence for Seismic Detailing
Note:
Only A, B & C route bridges within the above are considered relative to the enclosed area.

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3.4.2.1 Rehabilitation Considerations

Bridges that are considered for rehabilitation on the State system must be capable of supporting
HS20 loadings or be able to be retrofitted to sustain such loadings. A bridge that cannot be
upgraded to HS20 loading may still be able to remain in place depending upon its load rated
capacity, in conjunction with its functional classification as set forth in AASHTO, (2004). For all
loadings HS20 or less, provision shall be made for an infrequent heavy load in accordance with
Article 3.5.1. A loading combination must be applied in accordance with Group IA.
Where maximum stresses are produced in any member by loading with three or more traffic lanes
simultaneously, the live load may be reduced by a probability factor as covered in Article 3.12.
This would apply to members such as transverse floor beams, truss and two-girder bridges, pier
caps, pier columns or any member that has been loaded with more than two traffic lanes. This
does not apply to deck slab design or longitudinal beams designed for fractional wheel loads since
less than three traffic lanes will produce the maximum stress.
An impact factor shall be applied to the live load in accordance with AASHTO Specifications.
The live load stresses for the superstructure members resulting from the truck or lane loading on
the superstructure, shall be increased by an allowance for dynamic, vibratory and impact effect.
Impact should be included as part of the loads transferred from the superstructure to the substructure, but shall not be included in loads transferred to the footings nor to those parts of piles or
columns that are below ground.
3.4.3 Dynamic Load Allowance

The dynamic load allowance (impact) is only applied to the design truck or tandem; not to the
lane load or pedestrian loads. Unlike previous specifications were this value was a function of the
span length; the increased force effect is a constant of 15% from facture and fatigue or 33% for all
other limit states. Deck joints use a value of 75% for all limit states. Culverts and other buried
structures have a lower dynamic load allowance as shown in Article 3.6.2.2.
3.4.4 Thermal Force Considerations

Thermal forces (TU) should be considered in accordance with AASHTO LRFD Specifications
Method A. Temperature range for bridges in Kansas should be that for a cold climate. For steel
and aluminum structures, the range should be from -30 to 120 F and for concrete structures the
range should be from 0 to 80 F. A reference temperature of 60 F should be used. Generally,
thermal stresses in monolithic concrete bridges are not a problem except for long continuous
bridges. For a deck integral with piers or columns, reference is made to Portland Cement Association, (1983, p. 34). This method can also be used for computation of stresses in columns due to
changes in deck length. Since temperature stresses are very slow developing and the concrete
member temperature is near the average daily ambient temperature, the modulus of elasticity used
in the computation of stresses in the columns may be decreased from the instantaneous modulus
of elasticity. A value of about one-third of the instantaneous modulus has been used in the past
and is suggested here for LRFD Substructure Design. The load factors for TU in Table 3.4.1-1 for
Strength load combinations are 0.50/1.20; KDOT policy recommends that for concrete column
design use 0.33/1.20 as load factors for TU.

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3.4.5 Braking Force

This load is substantially greater than previous editions of the standard specifications due to
improved braking capability of modern trucks.
The force will be the greater of:
25% of the axle weights of the design truck or design tandem or
5% of the design truck + lane or 5% of the design tandem + lane
Apply the braking force to traffic headed in the same direction. All lanes shall be loaded for
bridges likely to become one directional in the future. Apply the multiple presence factor; however, the dynamic load allowance factor is not applied to braking forces. Braking forces are
assumed to act at a height of 6 ft. above the roadway surface and in a longitudinal direction. With
elastomeric bearings, the force should be applied at the bearing.
3.4.6 Centrifugal Forces

Similar to braking forces, multiple presence factors should be used and the dynamic load allowance should not be used.
3.4.7 Vehicle Collision

3.4.7.1 Protection of Structures
All unprotected structural elements that are inside the clear zone and may be struck by a vehicle
or train need to be designed to resist an equivalent static force of 600 kips located 5 ft. above the
ground. Barriers used to protect piers need to meet the TL-5 crash testing requirements. See Section 4.2.5 Loads on Piers for additional pier design guidance.
KDOTS POLICY ON THE LRFD ARTICLE 3.6.5 VEHICLE COLLISION FORCE
For a bridge over a roadway, the interpretation of Article 3.6.5 shall be as follows (in order of
preference):
1) If feasible, locate the face of the pier outside of the clear zone. Under these conditions, the
collision force on the pier will not be required even if the clear zone is less than 30-0.

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2) If it is required that the face of the pier be located inside the clear zone, the design of the pier
must include the 600 kip collision force.
3) If the pier is located inside of the clear zone, use one of the following barriers to protect the
pier:
a) If the barrier is located greater than 10-0 from the face of the pier, use a 42 (TL5) Barrier
Rail.
b) If the barrier is located 10-0 or less from the face of the pier, use 54 high (TL5) Barrier
Rail.

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For a bridge over a railroad, KDOT will retain design criteria, but allow exemptions consistent
with Table C.3.6.5.1-1; use the road over as determination of route traffic count and railroad as
curved or tangent determination. The above criteria is related to the existing railroad conditions.
1) If the face of a pier is located greater than 50-0 from the centerline of the tracks, the collision force on the pier will not be required.
2) If the face of a pier is located less than 50-0 and greater than 25-0 from the centerline of
the tracks, the design of the pier must include the 600 kip collision force.
3) If the face of a pier is located less than or equal to 25-0 (H) from the centerline of the tracks,
the design of the pier must include a crash wall in addition to the 600 kip collision force. See
Figure 3.4.7-1 Railroad Grade Separation Crash Wall Details for design and geometry
requirements of the crash wall.

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Figure 3.4.7-1 Railroad Grade Separation Crash Wall Details

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3.4.7.2 Vehicle Collision with Barriers

Railings on bridge decks are required to be crash tested per NCHRP Report 350. On the Kansas
State Highway System, the minimum test level for bridge rails will be a TL-4. This includes all
elements within the clear zone, such as noise walls. See Section 9 Decks and Deck Structures
for analysis and design of deck slab overhang. See Section 13 Curbs, Railings and Sidewalks
for additional guidance on barriers and rails.
3.4.8 Seismic Loads

In general Kansas is in Seismic Zone 1, LRFD Specification Article 4.7.4.1 states that bridges in
Seismic Zone 1 need not be analyzed for seismic loads, regardless of their importance and geometry. However, minimum superstructure to substructure connections indicated in Article 3.10.9.2
and minimum bearing support lengths Article 4.7.4.4 are required. When determining the tributary horizontal design connection forces if:
A s = PGA F pga
PGA = Peak Ground Acceleration Figure 3.10.2.1-1
Fpga = Site Class Definitions (from KDOT Geotech) Table 3.10.3.1-1
As is less than 0.05 then use 0.15 times the vertical reaction due to dead load with EQ = 0
As is greater than 0.05 then use 0.25 times the dead load plus EQ = 0.25
*As is greater than 0.05 then use 0.25 times the dead load plus EQ = 0.50
* See Figure 3.4.2-2 Map showing area of Ft. Riley military influence for Seismic Detailing for
Fort Riley military influence area.
These horizontal forces are transferred through the connector into the substructure. The substructure elements are then designed and reinforced to resist these applied static loads. The forces
transferred to the substructure elements have response modification factors as shown below.
Structures within the Ft. Riley influence are either Critical or Essential, structures outside this
region are defined as Other. There maybe exceptions, a structure maybe upgraded from
Essential to Critical if an exceeding long detour, if no other crossings are within that reach of
the river system or as directed by the State Bridge Office. A structure is Critical if the location
is at a multilevel interchange where collapse would compromise other important routes below.

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The response modification factors for the transfer of loads to the connection from the superstructure are shown above, these factors are self-explanatory.
Article 3.10.9.5 does not allow friction to be used to resist the longitudinal forces.
Use Site definitions in Table 3.10.3.1-1 with Acceleration Coefficients in Figure 3.10.2.1-3 to
determine As.
For retrofit design, See the FHWA Report (1987), this can assist designers in evaluating existing
bridges for seismic resistance.

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Figure 3.4.8-1 FLOW CHART FOR SEISMIC LOADS

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3.4.9 Wind Load on Structures

The force effects of the wind loads on structure should be considered for the Strength III & V and
the Service I & IV load combinations. The design wind speed is 100 mph. For structures over 30
ft., Article 3.8.1.1 provides a method to estimate the wind speed based on height and near-surface
environmental conditions. For most structures, the total height will be less than 30 ft. and base
wind pressures can be used for design. For small and/or low structures, wind loading does not
usually govern the design. Wind load need not be considered for monolithic slab bridges. The
vertical overturning wind load described in Article 3.8.2 should be considered in design, especially on bridges with single column piers.
Loads on the substructure can be applied to elevation or transverse views, or resolved into transverse and longitudinal components for skewed bridges.
3.4.10 Wind Load on Live Load

The force effects of wind on live load should be considered for the Strength V and the Service I
load combinations. The force components (parallel and normal) for different wind skew angles
are presented in Table 3.8.1.3-1. The wind on live load forces are applied at a height of 6 ft. above
the top of the deck.
3.4.11 Ice Loads

In the absence of more precise data, use a design ice load that is 1.0 ft. thick with a crushing
strength of 16 ksf. Assume the ice load is applied midway between the ordinary high water elevations and the elevation at Q100. Ice loads should also be applied to piers located in large reservoirs. The ice load in this case should be applied at the conservation pool level.
In general, ice loads are not a problem in Kansas except at some locations on the Kansas or Missouri Rivers where ice jams may occur. The need to include ice pressure in the design of a structure should be made at the field check.
3.4.12 Water Loads

Piers located in streams that are susceptible to transporting large amounts of drift and debris shall
be designed to withstand the corresponding increase in stream pressure due to drift accumulation
on the pier. Use the debris raft as shown in the Article C3.7.3.1.
Scour is not a load by itself, however, because it changes the supporting conditions and ultimately
the force effects, substructure force effects must consider fully scoured conditions per Article
2.6.4.4.2.
Check scour depths from the effects of a 100-year flood or from the overtop at a lesser event
at the strength and service limit states.
Check scour depths for the effects of a 500-year flood for stability. The bridge is only
expected to survive this at the extreme limit state.
Blockage of the flow area by drift build-up can increase the stream velocity and thus increase the
scour depths through the bridge opening. The changing conditions of the channel due to scour

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need to be considered in the design of the substructure. The bridge should be fully functional
while in a scoured condition under the strength and service limit states when subjected to a 100
year flood or less. Check the 100-year flood, the overtopping flood (if less than the 100-year
flood) and other events if there is evidence that such events would create deeper scour than the
100-year or overtopping floods.
Stream forces shall be applied to a depth based on the scour evaluation. When checking the lateral resistance of the piling or drilled shafts, no lateral support from the soil above the estimated
scour line shall be assumed.
See 2.3.9.3 Scour Analysis for further discussion on scour.
3.3.5 Construction Loads

When evaluating construction loads use Article 3.4.2 with DC and DW equal to 1.30. When
evaluating the falsework or temporary support use 1.50 for the dynamic effects in Strength I.
These factors account for the lack of certainty of the weight for the construction equipment.
3.3.6 Transportation Loads

Check prestressed beams for transportation forces using 3.0 for DC in the portion of the beam
which overhangs the support and 1.0 for DC elsewhere. See 5.2.13 Transportation

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References
AASHTO, (2004). A Policy on Geometric Design of Highway and Streets, 5th Edition.
FHWA Report, (1987). Seismic Design and Retrofit Manual for Highway Bridges, Report Number FHWA-1P-87-6.
Portland Cement Association, (1983). Continuous Concrete Bridges, Second Edition, p.34.

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Appendix A
Example Calculation for Single-Lane ADTT for LRFD Fatigue Loading

(Article 3.6.1.4.2)
March 21, 2011
Definitions:
ADTTSL is the single-lane average daily truck traffic in one direction.
This is for the traffic lane in which the majority of the truck traffic crosses the bridge. On a typical bridge
with no nearby entrance/exit ramps, the shoulder lane carries most of the truck traffic. The frequency of
the fatigue load for a single lane is assumed to apply to all lanes since future traffic patterns on the
bridge are uncertain.
D
If only bidirectional ADTT is available, one direction truck traffic may be estimated as 55 percent of the
biderectional truck traffic.
rate
If the design ADTT is not given for a 75 yr design life, the data my be estimated by extrapolating the
current growth rate given.
fraction of traffice in a single lane (See Table 3.6.1.4.2-1).
AADT
average annual daily traffic. (Limit of 20,000 vehicles per day per lane)
Inputs:
AADTcurrent 3450
Yearcurrent 2011
AADTdesign 4325
Yeardesign 2031
p 0.85
Bidirectional "no"
D 55%
Theavy 24.9%
Heavy truck % .................
Medium truck % .................
Tmed 5.1%
Calculations:
rate
AADTdesign AADTcurrent
rate
Yeardesign Yearcurrent
AADTProjected min 20000AADTcurrent rate 75
AADT75
AADTProjected
AADTcurrent AADTProjected
AADT75
2
ADTTSL
43.75 vehicles/year growth rate
p AADT75 D Tmed Theavy
p AADT75 Tmed Theavy
6731
5091
if Bidirectional = "yes"
otherwise
Results:
ADTTSL

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4 ANALYSIS
Table of Contents
4.1 General .....................................................................................................................1
4.2 Methods of Analysis .................................................................................................1
4.2.1 Hand Analysis Methods ...............................................................................................1
4.2.2 Line Girder Analysis Methods .....................................................................................1
4.2.3 Grid Analysis Methods .................................................................................................1
4.2.4 Plate and Eccentric Beam Grid Analysis Methods ......................................................2
4.2.5 3D Grid Analysis Methods ...........................................................................................2
4.2.6 3D Analysis Methods ...................................................................................................2
4.3 Discretization ...........................................................................................................2

4.4 Distribution of Load ................................................................................................. 3
4.4.1 Beam Bridges ...............................................................................................................4
4.4.2 Slab Bridges .................................................................................................................4
4.4.3 Structures Under Fill ....................................................................................................5
4.5 Longitudinal / Transverse Model .............................................................................5

4.5.1 Longitudinal Model ......................................................................................................5
4.5.2 Transverse Model .........................................................................................................5
4.5.2.1 Slab Bridge .............................................................................................................6
4.5.2.2 Beam Bridge ...........................................................................................................6
4.6 Superstructure ...........................................................................................................6

4.6.1 Deck Slab Analysis ......................................................................................................6
4.6.2 Slab Type Bridge ..........................................................................................................6
4.7 Substructure ..............................................................................................................6

4.7.1 Bearing .........................................................................................................................6
4.7.2 Pier Beam .....................................................................................................................6
4.7.3 Column .........................................................................................................................7
4.7.4 Footing/Foundations ....................................................................................................7
4.8 Fixity ........................................................................................................................7

4.9 Construction Load Analysis .....................................................................................7

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4 ANALYSIS
4.1 General
In general all analysis will fall into two categories, elastic and inelastic, that is, behaving in a linear or non-linear fashion. Of these, there are two parameter types to consider, geometric and material behaviors. With the exception of P-delta analysis for long columns in substructure design, all
KDOT designs will be designed as linear elastic using first order analysis. Allowing inelastic
material resistance without doing a second order analysis is considered a lack of compatibility.
4.2 Methods of Analysis

Below is a list of some of the commonly used analysis methods for analyzing bridge structures.
The level of complexity in the analysis is governed by complexity of the structure and the results
needed. Commonly, more than one method is used on a structure or member with nodal displacement being the common tie between methods.
4.2.1 Hand Analysis Methods

Any analysis/design method that can be performed completely by hand (even if it is sometimes or
often programmed into a spreadsheet or computer program). Examples include the Moment Distribution (Hardy Cross), V-Load Method, Conjugate Beam Method, Castiglianos Second Theorem, Energy Methods (Bernoulli), etc.
4.2.2 Line Girder Analysis Methods

Any analysis/design method that isolates a single tangent girder from the rest of the superstructure system and evaluates that girder individually, with the rest of the superstructure system considered only by means of boundary conditions, live load distribution factors, etc.
4.2.3 Grid Analysis Methods

The characterization as a Grid analysis is meant to mostly address 2D Grid or Grillage analysis
methods. This includes any analysis/design method that includes a computerized structural analysis model where:
the superstructure is typically modeled as a two-dimensional array of nodes and line elements, and where the girders and cross frames or diaphragms are typically modeled using
line elements,
the analysis displacements are solely vertical displacements and rotations about axes in a horizontal plane, and where the loads considered are primarily out of plane vertical (gravity)
loads. Two variants are listed below (Plate and Eccentric Beam Grid and 3D Grid).

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4.2.4 Plate and Eccentric Beam Grid Analysis Methods

A variant on the 2D Grid/Grillage analysis model, where the deck is modeled using plate or shell
elements, while the girders and cross frames are still modeled using line elements offset from the
deck elements.
4.2.5 3D Grid Analysis Methods

This is a modification of a 2D Grid analysis, where more degrees of freedom are modeled. Some
typical additions that separate 3D Grid methods from 2D Grid methods include:
modeling of warping stiffness and warping response of I-shaped girders
modeling of the shear stiffness of cross frames or diaphragms,
modeling of girder supports, lateral bracing, and/or cross-frames or diaphragms at their physical elevation within the structure.
4.2.6 3D Analysis Methods

Any analysis/design method that includes a computerized structural analysis model where the
superstructure is modeled fully in three dimensions, including:
modeling of girder flanges using line/beam elements or plate/shell/solid type elements
modeling of girder webs using plate/shell/solid type elements
modeling of cross frames or diaphragms using line/beam, truss, or plate/shell/solid type elements (as appropriate)
modeling of the deck using plate/shell/solid elements.
4.3 Discretization
Prior to the advent of desktop computers, structures were mathematically disassembled to simplify the analysis. Traditionally, the reaction of individual components were used in loading adjacent members, thus limiting the degree of external indeterminacy and simplifying the work of the
analyst. For planer (1-D) analysis, this method still has considerable merit in that conservative
boundary conditions can be applied to each member thus maximizing the force effects in each.
Also, these methods lend themselves to closed form solutions. Modern methods do not need this
level of simplification, however the principles used still apply. All modern structural analysis programs use stiffness methods to model the structures behavior. This involves mapping a members
degrees-of-freedom, through the member stiffness matrix, to the structure degrees-of- freedom
creating a global structure stiffness matrix with boundary conditions consistent with the actual
structure. Inverting the structure stiffness matrix and multiplying by the load vector yields the
structures displacement vector. From this, all member end forces are obtained. The general form
is:
1
{ }= [ K] {P }
Where:
{ } = Displacement
1
[ K ] = Inverted Structure Stiffness Matrix

{ P } = Load

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The structure being analyzed shall be reduced to members or elements connected with the same
number of degrees-of-freedom which represents the attributes of the physical structures. Members
which have only slight cross-sectional changes can be modeled as prismatic members with nodes
at convenient locations such as tenth points. Non-prismatic components may be modeled by discretization of the components into a number of frame elements with stiffness properties representative of the actual structure at the locations of each element. The use of beam elements with
nodes having six degrees-of-freedom will accomplish the desired goal. When using finite elements, plates or shells, limit the aspect ratio to 5:1 to reduce errors. Solids should only be used as
load transferring devices or to prove structural continuity. It is important to remember that rods,
beams, plate and shells derive their stiffness from constants multiplied outside of the stiffness
matrix, whereas solids derive their stiffness as geometry from nodal locations. Solids are therefore
more sensitive to geometrically induced errors.
The degree of continuity and the location within the cross-section where load transfer occurs
could conceivably effect the analysis results for members that are not considered axially rigid. If
the member stiffness matrix considers an axial degree-of-freedom, then the load path will follow
the centroid of the member and supports resisting these forces will form a couple, resulting in
internal moments. These considerations must be well understood by the analyst. Using a member
offset creates a rigid link which will pick up these internally coupled effects.
Boundary conditions for the model vary with assumed structural responses of the supports. They
can be idealized as pinned or fixed for both translation and rotation in either a yielding or nonyielding condition. This can be refined where the rotational or translational stiffness is represented by springs with the same stiffness as the members framing into that location. One common
example of this, in bridge design, is the modeling of the substructure elements. For example, the
analyst may represent pile as short lengths assumed by fixed at a point below the ground corresponding to where the maximum moment in the pile would occur. This can be determined by a PY analysis performed with programs like L-Pile or COM624. Without such information it is recommended that this point of fixity be considered at 8 feet below the ground line for cohesive
materials and 10 feet for cohesionless materials. If the boundary conditions can change during the
life of the structure, as in the case of scour, then both limits will be investigated.
4.4 Distribution of Load

This section addresses load distribution consideration for different structure types and modeling
methods. The LRFD Specifications allow the use of either a refined or an approximate method of
analysis. An approximate method of analysis can be utilized to determine the lateral live-load distribution to individual girders for typical highway bridges. Lateral live-load distribution factors
are dependent on multiple characteristics of each bridge. There are specific ranges of applicability
for the use of approximate methods of analysis. Extending the application of such approximate
methods beyond the limits requires sound and reasonable judgement. Otherwise, used a refined
analytical method 2.

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4.4.1 Beam Bridges

Equations and tables for live load distribution factors are provided in the LRFD Specifications.
For typical beam bridges use the distribution factors provided in Tables 4.6.2.2.2b-1 thru
4.6.2.2.3c-1 for interior beam flexure (single lane, multiple lanes, and fatigue), and for interior
beams shear (single lane, multiple lanes, and fatigue). When applying the skew correction factor,
use the controlling factor for all supports when considering shear force effects. For non-typical
structures (curved or skews > 45 degrees) a grillage analysis may appropriate. Provide to KDOT
the distribution factors used at critical locations.
Use lever rule with a single lane loaded and distribution formulas to determine the amount of live
load carried by the exterior beam. LRFD C4.6.2.2.2d provides a formula for the computation of an
additional distribution factor for bridges that have diaphragms or cross-frames. The design live
load plus impact shall be based on the HL93 loading. The impact and applicable distribution factors for interior and exterior beams shall comply with AASHTO LRFD Specifications with the
following exceptions:
If The Rigid Method distribution factor is 10% larger than the value obtained by the
lever rule method use the lever rule value. Recent studies have shown this method is
overly conservative.
The computed factored load of the composite section shall be 1.25(DC)+ 1.5(DW)+
1.75(LL+IM).
Try to balance the overhang so that the interior + exterior beam designs are the same.
An exterior beam shall not be designed with less capacity than an interior beam.
Distribution Factor Development:
For steel girders utilizing diaphragms or cross frames, it is also specified that the distribution of
live load to the exterior girders shall not be than that computed from a special analysis assuming
the bridge cross section deflects and rotates as a rigid body. This latter clause was instituted into
the specifications primarily because the distribution-factor formulas were developed without consideration of diaphragms or cross frames and their effect on the distribution of load to the exterior
girders if steel I-girders bridges. A formula to determine the reaction at an exterior girder under
one or more lanes of loading based on the above assumption is given in the Commentary to Article 4.6.2.2.2d; the procedure is equivalent to the conventional procedure used to approximate
loads on piles. LRFD Design Examples, (1997).
4.4.2 Slab Bridges

The distribution factor (E) will be investigated for changes in span length, single lane loading, and
for multiple lanes loaded according to Article 4.6.2.3. Average the distribution factor for adjacent
spans over the piers.
When using the empirical methods, the designer should be aware that the multiple presence
factor has been included in each respective formula.
For analysis of fatigue, load one lane loaded and use only one truck loading as the loading
condition with dynamic allowance specified in Article 3.6.2.

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4.4.3 Structures Under Fill

This section is to be completed later.
4.5 Longitudinal / Transverse Model

Typically a bridge structure is modeled as two independent structures with the longitudinal model
determining the superstructure force effects, and the transverse model determining the substructure force effects. For both model types, where transient load application would produce a large
amount of load cases, it is recommended that influence diagrams be used to simplify determining
maximum force effects.
4.5.1 Longitudinal Model

The beam/girder or slab is usually analyzed as a one dimensional structure with the resulting dead
load being the self-weight and the tributary area. The live load is moved to the location which
maximizes the particular force effect (shear or moment) being designed. Because of the number
of load cases the use of influence diagrams is recommended. The controlling live load results are
multiplied by the distribution factor, the multiple presence factor, and the dynamic allowance.
This results in the unfactored service live load.
Stability of Steel Bridges- Using a one dimensional analysis assumes that the structure is stable
both laterally and torsionally. Lateral stability means the structure can resist horizontal loads without excessive deformations. Torsional stability means that the structure can resist twisting without
excessive deformations. The LRFD Specification does not limit the spacing of diaphragms as it
has in the past, and with the use of higher strength materials, stability must be provided by design.
This is most critical during erection and at the time of concrete placement. Because of this, it is
KDOTs policy to limit the maximum spacing of the cross-frames and diaphragms to 25-0 for
the interior bays on tangent steel bridges. The exterior bays which support the screen require a
detailed torsional analysis.
Horizontally curved bridge structures have geometric ecentricities that require special considerations both during construction and in service. The definition of what constitutes a curved bridge
is not presented in the LRFD Specification. This can be found in the scope section of the 2003
AASHTO Document Guide Specifications for Horizontally Curved Highway Bridges. Ignore curvature effects when computing primary bending moments for structures with the characteristics
detailed in Article 4.2 of the Guide Specification.
4.5.2 Transverse Model

The pier or abutment bents are usually modeled as 2-D structures because the inherent nature of
loading conditions. Dead load reactions, self weight, wind, water, braking, seismic restraint, drift,
and ice are all loads of known location and magnitude. Live load reactions can be moved across
the pier and therefore must be reduced to the individual components. The maximum live load
reaction is separated into truck and lane on a per girder line or per foot basis.

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4.5.2.1 Slab Bridge

For a slab bridge, the lane load is reduced to a load per foot for lane load by multiplying the lane
reaction by (E) and dividing by 10 for a 10 foot load lane, and a load per wheel line for the truck
load. The maximum truck reaction is multiplied by (E) and divided by 2 to get the per wheel line
force. Knowing that a design lane is 12-0 in width and a load lane occupies 10-0 of that design
lane, between the barriers, the designer will divide the roadway by the maximum amount of full
12-0 design lanes. Within the design lane the 10-0 load lane will be placed to maximize the
force effects on the bent to the limits specified in Article 3.6.1.3.
4.5.2.2 Beam Bridge

The method used for a slab bridge applies to beam bridges except that instead of using (E) the
distribution factor (g) is used and the deck forces are transferred to the substructure at a discrete
girder locations. Other wise, the methods are similar.
4.6 Superstructure
This section looks at how the force effects for each design element are obtained.
4.6.1 Deck Slab Analysis

The primary direction for analysis and design of the deck slab is perpendicular to the center line
of traffic. The deck slab is considered to be a continuous and a simply supported beam in the
transverse direction. The maximum design live load moments have been calculated in Table A4-1.
4.6.2 Slab Type Bridge

For slab type bridge structure analysis the primary direction for analysis and design of a slab type
bridge is parallel to traffic. Historically, design and analysis are based on a one foot strip that is
representative of a section taken near the center of the structure. The Slab distribution (E) is
assumed to be the width required to support one lane of traffic. There is, a reciprocal relationship
between the distribution factor and the controlling force effects, that is as (E) is decreased the
force effects increase.
4.7 Substructure
4.7.1 Bearing
To maximize the force effects use the controlling (obtuse corner) skew correction with the maximum load factor for all supports. Check uplift by using the lower skew correction factor (acute
corner) with the minimum load factor.
4.7.2 Pier Beam

Analysis consists of maximizing the force effects for live loads as described earlier. Web walls,
although typically ignored for stiffness, may be considered either structural or not, based on the
amount of connectivity provided. Seismic restraint must be provided according to Article
3.10.9.2. Friction will not be used to resist seismic forces and a positive connection must be provided.

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4.7.3 Column
All loads must pass through the columns into the foundation. For vehicular collision design,
frame action can be considered if a crash worthy wall is cast between the columns. Columns will
be analyzed for moments caused by biaxial loads at the top and bottom of the column.
4.7.4 Footing/Foundations
This section is to be completed later.
4.8 Fixity
The overall fixity of the bridge should be examined in detail for bridges on steep grades, moderate
to severe curvature, or when the columns are tall and/or slender. Use the following guidelines for
providing fixity at bearings.
For short bridges on steep grades, the down hill abutment should be fixed. For longer bridges
the flexibility of each pier and its bearings need to be considered to determine the appropriate
substructure units to fix. If pier flexibility and geometry permit, a minimum of two fixed
piers per expansion unit should be used.
For very flexible piers, such as pile bents or slender columns, the expansion bearings may be
redundant in that the pier may move before the bearings begin to slide.
For typical prestressed I-beam bridges with two sets of bearings surfaces on each pier (per
beam line), sufficient anchorage to the pier is provided by using strands that to extend into the
cast-in-past diaphragm that is anchored to the pier beam though doweled reinforcement.
For river piers and for spans over 145, feet designers will provide bearings that are guided
externally.
4.9 Construction Load Analysis

By Specification, all KDOT construction managed structures require erection plans. These are to
be developed, submitted and reviewed based on the geometry of the incomplete structure during
each phase or condition of construction in which the structure is considered to be self-supporting.
Structures which will have railroad or highway traffic passing under the partially completed
structure require a Professional Engineer to Seal the Erection plans. See KDOT Specification for
a complete list of requirements.
(1) NCHRP Report #592 (Project 12-62) Simplified Live Load Distribution Factor Equations
(2) Non-Standard Gage Finite Element Analysis using AASHTOWare Bridge Rating/AASHTOWare
Bridge Design

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5 CONCRETE
Table of Contents
5.1 Cast in Place Concrete ............................................................................................................1
5.1.1 General ..................................................................................................................1

5.1.2 Concrete Material Properties ........................................................................................1
5.1.2.1 Concrete Physical Properties .....................................................................................2
5.1.2.2 Reinforced Concrete Section Properties ...................................................................3
5.1.2.3 Reinforcement Properties ..........................................................................................3
5.1.3 Reinforcement Details ..................................................................................................5
5.1.3.1 Details and Designations ........................................................................................5
5.1.3.2 Reinforcing Quantity Calculations ............................................................................5
5.1.3.3 Bending Diagrams .....................................................................................................6
5.1.3.4 Bill of Reinforcement ................................................................................................7
5.1.3.5 Constructability .........................................................................................................8
5.1.4 Lap Length, Embedment, Development and Mechanical Splice .................................9
5.1.5 Concrete Details .........................................................................................................17
5.1.6 Reinforced Concrete Design ......................................................................................21
5.1.6.1 Shear Design ...........................................................................................................22
5.1.6.2 Flexural Design .......................................................................................................24
5.1.6.3 Column Design: .......................................................................................................27
5.1.7 Slab Bridge .................................................................................................................34
5.1.7.1 RCSH (Reinforced Concrete Haunch Slab) ............................................................34
5.1.7.2 RCSHX (Post Tensioned Reinforced Concrete Haunch Slab) ................................54
5.2 Prestressed Concrete ..........................................................................................................105
KDOT LRFD Prestressed Beam Design Guidelines Summary ........................................105
5.2.1 General - Precast Prestressed Concrete I-Beam .......................................................107
5.2.2 Design Loads ...........................................................................................................108
5.2.3 Properties and Stresses ............................................................................................108
5.2.4 Prestress Losses .......................................................................................................111
5.2.5 Continuity, Restraint and Flexure ............................................................................114
5.2.6 Design for Positive Moment: ...................................................................................115
5.2.7 Design for Factored Positive Moment Resistance ...................................................117
5.2.8 Design for Factored Negative Moment Resistance ..................................................120
5.2.8.1 Mild Reinforcement ..............................................................................................121
5.2.9 Design for Shear .......................................................................................................121
5.2.10 Diaphragms ............................................................................................................123
5.2.11 Bearings and Expansion .........................................................................................124
5.2.12 Prestressed Concrete Deck Panels ..........................................................................124
5.2.13 Transportation ........................................................................................................124
5.2.14 Lifting Devices .......................................................................................................125
5.2.15 Prestress Beam Plan Details ...................................................................................127

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List of Tables
Table 5.3.2.1-1 Temperature Effects. .............................................................................................2
Table 5.1.4-1 Nominal Fatigue Resistance of Splices ..................................................................16
Table 5.1.5-1 Cover for Unprotected main Reinforcing Steel (in.) ..............................................20
Table 5.2.1-1 Prestressed Beam Length Harp Criteria ..............................................................107
List of Figures
Figure 5.1.3.3-1 ...............................................................................................................................6
Figure 5.1.3.5-1 Phased Construction Splice Types .......................................................................8
Figure 5.1.3.5-2 Splice/ Coupler Reinforcing .................................................................................9
Figure 5.1.4-1 Hook Details ..........................................................................................................12
Figure 5.1.4-2 Stirrups Details ......................................................................................................12
Figure 5.1.4-3 Prestressing Strands Development Length ...........................................................13
Figure 5.1.5-1 Armoring for Expansion Joints .............................................................................18
Figure 5.1.5-2 Elastomeric Concrete ............................................................................................18
Figure 5.1.6.2-1 Area of Steel Required .......................................................................................26
Figure 5.1.6.3-1 Column Design ................................................................................................27
Figure 5.1.6.3-2 Minimum Reinforcement Ratio ........................................................................28
Figure 5.1.6.3-3 Column Expert Software Limits For Redundancies ..........................................30
Figure 5.1.6.3-4 Column Expert Software Limits For 75% Rule .................................................30
Figure 5.1.6.3-5 Seismic Concrete Detailing ................................................................................31
Figure 5.1.7.1-1 Standard R.C. Haunched Slabs ..........................................................................40
Figure 5.1.7.1-2 Transverse Spacer Frames ..................................................................................41
Figure 5.1.7.1-3 Continuous Slab Edge Beam ..............................................................................42
Figure 5.1.7.1-4 Suggested Standard Abutment Design ...............................................................43
Figure 5.1.7.1-5 Standard Haunched Slab Abutment Details .......................................................44
Figure 5.1.7.1-6 Pier Beam Design - RCHS .................................................................................45
Figure 5.1.7.1-7 General notes and Quantities (BR 200) .............................................................46
Figure 5.1.7.1-7a Slab Elevations (BR 203) .................................................................................47
Figure 5.1.7.1-8 Abutment Details ...............................................................................................48
Figure 5.1.7.1-9 Pier Details (BR540) ..........................................................................................49
Figure 5.1.7.1-10 Superstructure Details - Concrete Placing Sequence .......................................50
Figure 5.1.7.1-11 Superstructure Details ......................................................................................51
Figure 5.1.7.1-12 Corral Rail ........................................................................................................52
Figure 5.1.7.1-13 Bill of Reinforcing and Bending Diagram ......................................................53
Figure 5.1.7.2-1 General Notes (A28GNot) .................................................................................56
Figure 5.1.7.2-2 Abutment Details ...............................................................................................57
Figure 5.1.7.2-3 Superstructure Details ........................................................................................58
Figure 5.1.7.2-4 Slab Details ........................................................................................................59
Figure 5.1.7.2-5 Post Tension Details ...........................................................................................60

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Figure 5.1.7.2-6 Bill of Reinforcing and Bending Diagram .........................................................61

Figure 5.2.15-1a Geometry For a K-6 ........................................................................................128
Figure 5.2.15-1b Geometry For a K-4 .......................................................................................129
Figure 5.2.15-1c Geometry For a K-3 ........................................................................................130
Figure 5.2.15-1d Geometry For a K-2 ........................................................................................131
Figure 5.2.15-2a Standard Prestressed Concrete Beam Details (BR300a) .................................132
Figure 5.2.15-2b Standard Prestressed Concrete Beam Details (BR300b) ................................133
Figure 5.2.15-2c Standard Prestressed Concrete Beam Details (BR300c) .................................134
Figure5.2.15-2d Standard Prestressed Concrete Beam Details (BR300d) .................................135
Figure 5.2.15-3 General Notes and Quantities (BR301) ............................................................136
Figure 5.2.15-4 K4 Beam Details (BR302a) ..............................................................................137
Figure 5.2.15-4A K3 Beam Details (BR302b) ...........................................................................138
Figure 5.2.15-5 K2 Beam Details (BR302c) ..............................................................................139
Figure 5.2.15-5A K6 Beam Details (BR302d) ...........................................................................140
Figure 5.2.15-6 Typical Abutment Diaphragm ..........................................................................141
Figure 5.2.15-7 Typical Pier Diaphragm ....................................................................................142
Figure 5.2.15-7a Optional Abutment Diaphragm .......................................................................143
Figure 5.2.15-8 Typical Concrete Intermediate Diaphragm .......................................................144
Figure 5.2.15-9 Temporary Diaphragm Details (BR 305) ..........................................................145
Figure 5.2.15-10 Typical Bearing Pad Layout ...........................................................................146
Figure 5.2.15-11 Typical Camber Diagram ................................................................................147
Figure 5.2.15-12 Concrete Placing Sequence .............................................................................148
Figure 5.2.15-13 Computation of Fillets (Conventional Deck) ..................................................149
Figure 5.2.15-14a Computation of Fillets (P*S panel Deck) .....................................................150
Figure 5.2.15-14b Computation of Fillets (P*S Panel Deck)(Cont.) ..........................................151
Figure 5.2.15-15 Prestressed Concrete panel Details (BR303) ..................................................152
Figure 5.2.15-16 Variable Section Single-T ...............................................................................153
Figure 5.2.15-17 Double-Tee Beam ...........................................................................................154
Appendixs
Appendix A Reinforced Concrete Design Equations ...................................................................63
Appendix B Reinforced Development Lengths Table................................................................. 66
Appendix C Post- Tensioned Haunched Slab Bridge Users Manual ..........................................70
Appendix A Prestress Beam Guidelines ....................................................................................155
Appendix B PreStress Harp Strand Force Calculator ................................................................157
Appendix C Prestressed Girder (Transportation Stress Check) ..................................................159
References
References ...................................................................................................................................62

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5 CONCRETE
5.1 Cast in Place Concrete
5.1.1 General
Cast in place reinforced concrete is used extensively in bridge projects. The design of bridge
decks, which are supported by beams or girders, are referred to as deck slabs or thin slabs and is
discussed in 9 DECK SLAB. Slab bridges, in which the deck is the only support for the loads can
be either normally reinforced or post-tensioned. When possible KDOT uses predesigned superstructures called design standards. Currently the available standard span bridge types are Reinforced Concrete Haunched Slabs with and without post tensioning. These come in finite span
combinations and have been found by KDOT to be an economical and robust structure type. Likewise, it is KDOTs policy to use predesigned box culvert standards for crossings which have been
hydraulically sized within the limits of this structure type. Walls, pier beams, abutment beams,
footing and columns represent the majority of the design challenges not currently supported by
predesigned standards.
5.1.2 Concrete Material Properties

The table below shows the history of KDOTs concrete uses for both metric and English designax
Concrete Designations:
Current English
Grade 2.5
Grade 2.5(AE)
Grade 3.0
Grade 3.0(AE)
Grade 3.5
Grade 3.5(AE)
Grade 4.0
Grade 4.0(AE)
Grade 4.5
Grade 4.5(AE)
Grade 5.0
Grade 5.0(AE)
Old English
Grade 2.9
Grade 2.9(AE)
Grade 3.6
Grade 3.6(AE)
Grade 4.0
Grade 4.0(AE)
Grade 4.4
Grade 4.4(AE)
Grade 5.0
Grade 5.0(AE)
Current Metric
Grade 17
Grade 17(AE)
Grade 21
Grade 21(AE)
Grade 24
Grade 24(AE)
Grade 28
Grade 28(AE)
Grade 31
Grade 31(AE)
Grade 35
Grade 35(AE)
Old Metric
Original
Grade 20
Grade 20(AE)
Grade 25
Grade 25(AE)
Class B
Class B(AE)
Class A
Class A(AE)
Grade 28
Grade 28(AE)
Grade 30
Grade 30(AE)
Grade 35
Grade 35(AE)
Class AAA
Class AAA(AE)
Class AAAA
Class AAAA(AE)
tions along with the current equivalent. When designing new structures or repairing existing
structures, use the current material designations. For repairs match the existing plans original
materials to current materials. For a listing of aggregate types, concrete mix proportions, air
entrainment amounts, maximum slump and cement blend types refer to Section 401 of the Standard Specifications for State Road and Bridge Construction
Currently KDOT does not use lightweight concrete applications. There is active research in this
area looking into the benefits of the internal curing capacity of porous aggregates.

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At the time of this printing the use of self consolidating concrete is limited to repairs where access
is limited and the designer should consult the Bridge Maintenance Plans Engineer prior to use.
5.1.2.1 Concrete Physical Properties

Concrete modulus computations should be based on a unit weight of 145 pcf. Use a 150 pcf for
calculations involving the dead load response of reinforced concrete. For normal weight concrete
the modulus of elasticity may be taken as:
E c = 1, 820 f c
Equation C5.4.2.4-1
Modulus of Rupture values: (Article 5.4.2.6)
fr
When used to calculate the cracking moment of a member in Articles 5.7.3.4,

5.7.3.6.2, and Section 6
When used to calculate the cracking moment of a member in Article5.7.3.3.2
When used to calculate the cracking moment of a member in Article 5.8.3.4.3
0.24 f c'
0.37 f c'
0.20 f c'
The coefficient of thermal expansion is a function of the aggregate material used; aggregate types
ranging from 3.0 - 9.0 x 10 -6/oF, with calcium carbonate aggregates on the low end and silica
aggregates on the high end. KDOT will use:
Normal Weight Concrete = 6.0 x 10 -6/oF
KDOT will use procedure A and cold climate for calculating the temperature ranges in Article
3.12.2.3. For calculating the thermal force effects and displacements for design use the following:
Table 5.3.2.1-1 Temperature Effects.
Effect
TU
TU
Substructure Thermal Forces

Superstructure Displacements
0.33
1.2
45F
80 F **
**Total joint movement from the minimum temperature to the maximum temperature. Unless a
more refined analysis is performed, the total displacement may be split for setting joints in the
field.
This chart uses load factors based on experience and differs from the 0.5/1.2 given in the current
specfication. The long term effect of concrete creep for temperature forces is given as a reason to
reduce the effects of thermal forces transferred to the substructure. The more stringent temperature range for displacement is based on the experience that concrete grows with time, KDOT uses
this to allow for the designing for large thermal movements.

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5.1.2.2 Reinforced Concrete Section Properties

In general, forces (loads) for concrete sections are attracted by the uncracked and untransformed
gross section properties. These forces are then assumed to be resisted (resistance) internally or
distributed according to the following:
Use cracked and un-transformed section properties when checking service stresses (crack
width, fatigue stress range, etc)
Use the gross section properties when doing calculations to determine deflections or distribution factors.
For conventional strength design methods, where the reinforcement yields simultaneous with
the concrete crushing, with the equivalent rectangular Whitney stress block (for section
capacity and maximum rebar requirements) or strain compatibility may be used.
Use singularly reinforced section calculations for resistance on all sections for new design
applications. In most all instances two layer of reinforcement will be required by specification, but it is KDOTs practice to retain that reserve capacity for future evaluation purposes.
For thermal forces, it has been KDOTs policy to reduce the column stiffness by E/3 to
account for the slow nature of the loading and the ability of concrete to creep and receive this
loading rate. The above load factor of (see 4.4 Distribution of Load for addition information
on thermal forces) 0.33/1.2 is intended to account for this past experience.
For second order analysis (P-Delta effects) of columns reduce the stiffness by 0.70 -0.80 to
account for the reduced stiffness from fully cracked sections.
For concrete deck slab properties in beam design see 9 DECK SLAB
5.1.2.3 Reinforcement Properties

For Cast-in-place Construction:
It is KDOTs practice to use ASTM A615 reinforcement. Article 5.4.3.1 recommends ASTM
A706 for locations where ductility is required, such as in seismic designs. While KDOT seismic
zone 1 (see Figure 3.4.8-1 FLOW CHART FOR SEISMIC LOADS requires compliance with
seismic detailing, it is not considered seismic design. Yield strengths are limited to Grades 40, 60
and 75 with 60 currently the most common. ASTM A706 W is a low alloy weldable reinforcement that comes in Grades 60 and 90; use this for locations where welding is required. Spacer
frames for Reinforced Concrete Haunched Slabs, are welded but because these frames are not
structural A615 can be used.
Protective Coatings:
The use of epoxy reinforcement for bridge decks is found in 9.2 Protection for Bridge Decks In
instances where rebar may come in contact with chlorides, epoxy should be used. However, it has
been KDOTs practice to use non-epoxy reinforcement for substructure elements that do not have
the potential for salt spray. Epoxy coating, in theory, works well because the epoxy is an electrical insulator. Without an electrical pathway between the steel and concrete, no corrosion can
occur. However, in practice, structures with epoxy rebar can deteriorate faster than with normal
uncoated rebar. The reason for this is, if there are nicks in the epoxy coating, all of the corrosion
potential of the system drives corrosion to occur at very fast rates in small localized areas. There
are many precautions that should be used when handling, shipping and installing epoxy rebar to
avoid nicks. Further information can be found in the KDOT Bridge Construction Manual. MMFX
steel rebar, and stainless steel have been used by KDOT on research type projects only and are

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much more expensive than epoxy rebar. If such material are to be considered on a project, prior
KDOT authorization is required.
ASTM A 615 Properties:
fy = 60 ksi yield strength
USC NOMINAL DIMENSIONS
Es = 29,000 ksi
SI NOMINAL DIMENSIONS
BAR SIZE
DESIGNATION
AREA
(sq. in.)
DIA.
(in.)
CI.
(in.)
WEIGH
T
(lb./ft.)
BAR SIZE
DESIGNATION
AREA
(sq.
mm)
DIA.
(mm)
CI.
(mm)
MASS
(kg/m)
#3
0.11
0.375
7 16
0.376
#10
71
9.5
11
0.560
#4
0.20
0.500
9 16
0.668
#13
129
12.7
14
0.994
#5
0.31
0.625
11 16
1.043
#16
199
15.9
17
1.552
#6
044
0.750
78
1.502
#19
284
19.1
22
2.235
#7
0.60
0.875
2.044
#22
387
22.2
25
3.042
#8
0.79
1.000
1 18
2.670
#25
510
25.4
29
3.973
#9
1.00
1.128
1 14
3.400
#29
645
28.7
32
5.060
#10
1.27
1.270
1 7 16
4.303
#32
819
32.3
37
6.404
#11
1.56
1.410
1 58
5.313
#36
1006
35.8
41
7.907
#14
2.25
1.693
1 78
7.650
#43
1452
43
48
11.380
#18
4.00
2.257
2 12
13.600
#57
2581
57.3
64
20.240
Presstessed Steel Properties:

For most KDOT designs, the tendons for prestressed beams shall be 0.5 in. seven-wire low-relaxation strands. Use 0.6 in. strand on all K6 Beams. Consideration may also be given to using 0.6 in.
strand on long K4 Beams to alleviate congestion. If 0.6 in. strand is used on one span of a bridge,
then use 0.6 in. for all spans of that bridge.
design steel area (0.5 in. seven-wire strand)
0.153 in2
design steel area (0.6 in. seven-wire strand)
0.217 in2
Strand stress is as follows:

fpu
fpy
= 270 ksi tensile strength

= 243 ksi yield strength
The modulus of elasticity for the strand is Es = 28,500 ksi

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Welded Wire Fabric Guidelines:

The use of welded wire fabric is not prohibited on structural elements were where the following
guidelines can be followed:
Limit the yield strength 65 ksi.
Use an equivalent area of steel as required by design using a yield strength of 60 ksi.
Limit the use in high cyclic fatigue regions.
5.1.3 Reinforcement Details

It is recommended that the designer refer to the Concrete Reinforcement Steel Institute (CRSI) for
detailing and dimensioning practices. In all instances modular type reinforcement detailing which
lend themselves to cage type assemblages should be considered.
5.1.3.1 Details and Designations

Rebar designations will follow a logical format. Labels and size are to be called out thus:
# then Bar size (#9) followed by bar name (S12) = #9S12
The bar size is the diameter in (1/8th) of an in. While the physical bar mark that appears on the
rebar is in metric, the diameter in millimeters, it is KDOTs practice to refer to the bar as shown
above. The bar name should relate to its location in the structure, making it easier to track and
layout in the field. As example S would refer to the slab and C would be the column bars and
so on, the method is not mandatory, but considered good practice.
Physical marks on reinforcement :
Grade 40
Grade 60
Grade 75
=
=
=
no markings
two longitudinal marks on bar or 60
four longitudinal marks on bar or 75
Reinforcement Bar Length: Limit the length of Grade 40 bars to 40 ft. and Grade 60 bars to 60
ft. for shipping and handling purposes.
5.1.3.2 Reinforcing Quantity Calculations

Mild reinforcing quantities are calculated to the nearest 1 lbs. and are rounded the nearest 10
lbs. on the summary of quantities plan sheet. Additional information such as spiral cage calculations are found in Appendix D in the KDOT LFD Bridge Design Manual.
Prestressed strand quantities are subsidiary to Prestressed Concrete Beam or Prestressed
Concrete Panels, are provided for information only and are shown in linear feet.
Post-Tensioning quantities for strand on Post-Tensioned Haunched Slabs are calculated and
shown in pounds of strand measured EWS to EWS (without drape) for longitudinal strand
and out-to-out for transverse stand. The Summary of Quantities will only list the longitudinal strand for payment which is consistent with the Standard Specifications.

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5.1.3.3 Bending Diagrams

According to CRSI reinforcing bars are cut to the nearest 1 in.
For bending diagrams show pin size to the nearest 1/4 in. and bar geometry (length) to the
nearest 1 in. Do not show pin size if a standard pin is to be used.
For the Bill of Reinforcement show bar lengths to the near 1 in. with all dimensions are measured out-to-out
CRSI guidelines are to be followed for detailing and bending pin sizes
Minimum Stirrup Hook Pin Size, (in.)
#3
1.50
#4
2.00
#5
2.50
#6
4.50
#7
5.25
#8
6.00
#6
4.50
#7
5.25
#8
6.00
Minimum Standard Hook Pin Size, (in.)

#3
2.25
#4
3.00
#5
3.75
Shipping Limitations:
Shipping width or loading limitations for a single bent bar and L-shaped bar are shown in the figure below taken from, Manual of Standard Practice, Concrete Reinforcing Steel Institute,
(CRSI). The length limit is based on an assumed stock limit. For additional information see the
current CRSI booklet.
Figure 5.1.3.3-1

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5.1.3.4 Bill of Reinforcement

Within the Bill of Reinforcement group bars by epoxy coated or non-epoxy coated (black). When
possible, it is considered good practice to group the reinforcement within the bill of reinforcement
by structural element. This allows the field to easily unload, count and group bars.
The bars are further grouped by bar size and then bar mark.

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5.1.3.5 Constructability
For drilled shaft to column connections use a splice cage that can be inserted in the top of the
drilled shaft concrete immediately after placement while the concrete is in a plastic or fluid like
state. This allows the contractor to access the center of the shaft for tremie operations.
For phased construction, if mechanical splices are not used and there is enough room for a lap
splice, the use of a splice bar allows the contractor to build cages then tie them together easily through a header. (An example of this is shown in the picture below on the left). As in the case
of phased construction using mechanical splices for locations where there is not room for a lap
bar sticking out past the form, (ie adjacent to shoring) mechanical splices with lap bars simplifies forming the header for the construction joint and eliminates the need for the contractor to
thread long bars through holes in headers. (An example of this is shown in the picture below on
the right). The designer should consider the physical limitation for phased construction.
Figure 5.1.3.5-1 Phased Construction Splice Types

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Figure 5.1.3.5-2 Splice/ Coupler Reinforcing
This cell can be found in the KDOT cell library.
5.1.4 Lap Length, Embedment, Development and Mechanical Splice

Reinforcement Extension:
General Requirement (Article 5.11.1.2.1)
Extend the rebar past location where it is no longer required by:
effective depth of member d b
1/20 span (clear)
Continuing reinforcement shall also extend not less that the development length, ld, past where it
is no longer required to resist flexure.
No more than 50 percent of the bars can be terminated at one location. As a maximum, every
other bar in a section may be terminated.
Positive Moment Reinforcement: (Article 5.11.1.2.2)
At least one-third the positive moment reinforcement in simple span members and one-fourth 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 6.0
in.

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Negative Moment Reinforcement:(Article 5.11.1.2.3)

Extend at least one-third of the reinforcement past the point of inflection by:
Effective depth of member
12 db
1/16 clear span
Development of Reinforcement
See: Appendix B Reinforced Development Lengths Table
Deformed Bars In Tension (Article 5.11.2.1)
For No. 11 bars and smaller:
1.25A b f y
l db = -------------------- 0.4d b f y
f' c
Where:
l db = basic tension development of bar (in.)
A b = area of bar (in.2)
f y = specified yield strength of bar (ksi)
f' c = specified compressive strength of concrete at 28 days (ksi)
d b = diameter of bar (in.)
Some factors that increase the basic development length:
Top bars placed with at lease 12 in. of concrete below the bars .1.4
Epoxy-coated bars1.2
Epoxy-coated bars with cover < 3db or clear spa. < 6db......1.5
Note: The product obtained when combining the factor for top reinforcement with the
applicable factor for epoxy-coated bars need not be taken to be greater than 1.7.
Factors that decrease the basic development length:
Lateral spacing > 6 in. and cover > 3 in. ......0.8
Excess reinforcement ........ ( A s required ) ( A s provided )
Bars enclosed within a spiral with bar dia. > 0.25 in. and spa. < 4 in. 0.75

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Deformed Bars In Compression: (Article 5.11.2.2)

The development length in compression:
0.63d b f y
l db = ------------------- 0.3d b f y 8in
f' c
Where:
l db = basic compression development of bar (in.)
Factors that decrease the basic development length:
Bars enclosed within a spiral with bar dia. > 0.25 in. and spa. < 4 in. 0.75
Hooked Bars in Tension (Article 5.11.2.4)
The basic hook development length in tension:
38d
l dh = -----------b 8d b 6in
f' c
Where:
l dh = basic hook tension development (in.)
A b = area of bar (in.2)
Some factors that increase or decrease the basic development length:
Epoxy-coated bars 1.2
Hooked bars with side cover > 2.5 in. and end cover on 900 hook > 2 in........... 0.7
Hooked bars enclosed within stirrups and full ldh and spa. < 3db ..1.2
Note: At discontinuous ends of members with both side cover and top or bottom cover less than
2.5 in., enclose the hooked-bar within ties or stirrups spaced along the full development
length, ldh, not greater than as shown in Figure 2, the 0.8 factor doesnt apply.

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Figure 5.1.4-1 Hook Details
Shear Reinforcement: (Article 5.11.2.6)

Anchorage of shear reinforcement requires that each bend in a shear stirrup contain a longitudinal
bar.
KDOT doesn't use single U-stirrups. Pairs of U-stirrups or ties that are placed to form a closed
unit are considered anchored and spliced where the length of the laps are at least 1.7ld, where ld is
the development length for bars in tension.
Figure 5.1.4-2 Stirrups Details

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Development of Prestressing Strand: (Article 5.11.4)

The stress in the prestressing steel varies from 0.0 at the end of the member to the effective stress
after losses, fpe, at the end of the transfer length. The transfer length is taken as 60 strand diameters. Between the end of the transfer length and the development length, the strand stress varies
linearly from fpe to the nominal resistance, fps, at the development length.
Figure 5.1.4-3 Prestressing Strands Development Length
The development length for bonded prestressing strands is:

2
l d f ps --- f pe d b
3
Where:
d b = nominal strand diameter (in.)
f ps = average stress in prestressing steel at the time for which the nominal resistance of the
member is required (ksi)
f pe = effective stress in the prestressing steel after losses (ksi)
= 1.0 for pretensioned panels, piling, and other pretensioned members with a depth less
than 24
= 1.6 for pretensioned members with a depth greater than 24 in.

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Splices of Reinforcement: (Article 5.11.5)

Non contact lap splices in flexural members shall not be spaced farther apart transversely than
0.2ld, or 6 in. Do not use tension lap splices for bars larger than No. 11.
Mechanical Connections will resist 125% of the specified yield strength of the bar in tension or
compression. The total slip allowed within the connector after stressing to 30.0 ksi and relaxing
to 3.0 ksi is as follows:
For bar sizes up to No. 14....0.01 in.
For No. 18 bars....0.03 in.
It is KDOT's policy not to use welded splices.
Splices In Tension: (Article 5.11.5.3)
The length of a lap splice in tension shall be either the greater of 12.0 in. or the following:
Class A splice 1.0 ld
Class B splice 1.3 ld
Class C splice 1.7 ld
The class of tension lap splices is determined as follows:
Stagger mechanical connections at least 24.0 in.

Splices in Tension Tie Members (Article 5.11.5.4)
Use full-mechanical connections for splices of reinforcement in tension tie members. In addition,
stagger the splices of adjacent bars by at least 30.0 in.

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Splices In Compression: (Article 5.11.5.5)

Compression lap splices lc, for 60.0 ksi reinforcement is:
l c = 0.5mf y d b 12in
Where:
m = 1.33, where fc is less than 3.0 ksi
m = 0.83, where the ties along the splice have an effective area not less that 0.15 percent of
the product of the thickness of the compression component time the tie spacing
m = 0.75, with spirals
m = 1.0, in all other cases
d b = diameter of bar, (in.)
f y = specified yield strength of bar, (ksi)
Example: 36 in. square column with 6 in. tie spacing:
Aeff = 36 in. x6 in. x 0.0015 = 0.324 in2 #4s @ 6 in. spacing would be acceptable for m = 0.83
Fatigue Resistance of Reinforcement
Fatigue Resistance of Reinforcing bars (Article 5.5.3)
The constant-amplitude fatigue threshold, ( F ) TH , shall be taken as:
( F ) TH = 24 0.33f min
Where:
f min = minimum live-load stress resulting from the Fatigue I load combination, combined
with the more severe stress from either the permanent loads or the permanent loads,
shrinkage, and creep-induced external loads; positive if tension, negative if compression (ksi)
This equation is applied in the high-stress region, taken as one-third of the span on each side of
the section of maximum moment.

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Fatigue: Article: (5.5.3.2)

For fatigue considerations, concrete members shall satisfy:
( f ) ( F ) TH
Where:
= load factor specified in Table 3.4.1-1 for the Fatigue I load combination
= force effect, live load stress range due to the passage of the fatigue load as specified in Article 3.6.1.4, (ksi)
( F ) TH = constant-amplitude fatigue threshold, (ksi)
The section properties for fatigue investigations shall be based on cracked sections where the sum
of stresses, due to unfactored permanent loads and prestress, and the Fatigue I load combination is
tensile and exceeds 0.095 f c' .
Mechanical Splice: Article (5.11.5.3.2)
It is KDOTs policy not to use welded splices
Stagger splices at least 24 in.
The design stress in the mechanical splice is limited to half the yield strength
Headed Reinforcement has not been used by KDOT as anchorage for development, but is
allowed by Specification. If confined, the headed rebar is considered fully developed within
its length.
Use mechanical Couplers that appear on KDOT prequalified list (PQL-32)
The default couplers used (in KDOTs Standard Cell Library Notes) are Fatigue Resistant,
that is, they have been tested for 12 ksi cyclic stress.
Table 5.1.4-1 Nominal Fatigue Resistance of Splices
( F ) TH
Type of Splice
Grout-filled sleeve, with or without epoxy coated bar

Cold-swaged coupling sleeves without threaded ends and with or without epoxy-coated bar; Integrally-forged coupler with upset NC threads;
Steel sleeve with a wedge; One-piece taper-threaded coupler; and Single
V-groove direct butt weld
All other types of splices

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18 ksi
12 ksi
4 ksi
Bridge Section
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Design Manual
Spiral Ties:
Spirals ties are not lapped for development, but are considered anchored with 1 1/2 turns on the
top and bottom of the spiral cage. For seismic detailing of the top and bottom of columns within
zone 1C, use one continuous spiral within the plastic zone or group with hoops ties for construction purposes.
Effects of Vibrations from phasing :
The University of Kansas, through KDOTs research effort (KTRAN), has shown that vibrations
due to adjacent traffic loading on freshly placed concrete results in minimal increases in the
required development or bond length. Therefore modification of the lap splice length for phased
construction due to the effects of traffic vibrations is not required. Darwin (1983)
5.1.5 Concrete Details

Expansion Joints:
At a location were expansion joints are required on bridges it is KDOTs practice to armor the
concrete adjacent to the joint with channels, angles or plates to shield the exposed concrete edge
from impact damage (see figure 1). Armoring provides anchorage to the discontinuous concrete
surface and allows for a uniform bonding of devices which do not have mechanical anchorages
such as preformed elasotmeric or compression type joints. If the AADT is greater than 30,000
vpd or if it is an A or B type route, it is KDOTs practice to use elastomeric concrete, within the
armored zone (see figure 2)

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Figure 5.1.5-1 Armoring for Expansion Joints
Include the note above when using armored joints in prevent voids from remaining after construction.
Figure 5.1.5-2 Elastomeric Concrete

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Concrete Coating and Protection:

Substructure Water Proofing Membrane materials are used in areas where the concrete is exposed
to environmental condition that may cause damage. If drainage is allowed over the side of a
bridge deck, the pier cap should be protected. For common piers at expansion joints or for joints
at free-standing abutments, seal areas that could be damaged by a leaking expansion joint. There
are currently two types; an epoxy/mastic system and, an epoxy/epoxy system. Mastic is commonly used below grade where epoxy is used above grade.
Concrete masonry coatings are used for protection and aesthetics. Typical uses include areas were
salt spray could damage a column or a wing wall. Define the limits of protection on the plans.
Areas of potential concern are: cold joints, contraction joints and boundaries of repairs or patches.
Repairs and Patches:
There is a potential energy difference between old and new concrete that creates a flow of electrons. This can create a halo type distress adjacent to concrete patches. The use of cathodic protection has been used by KDOT to reduce this effect. This protection is in the form of sacrificial
anodes or by the use of an epoxy bonding agent. Consideration should be given to this condition
during repair plan development.
Cover requirements for new construction:
Article 5.12.3 states the cover to unprotected main reinforcement will not be less than:
Total Cover = Water to Cement Ratio Factor (W/C) x Basic Cover Table 5.12.3-1
Where:
WC factor = 0.8 for W/C<0.40
WC factor = 1.2 for W/C >0.50
Grade
3.0
3.5
4.0
4.5
5.0
W/C
>0.50
0.46
0.44
0.40
<0.40
Factor
1.2
1.1
1.0
0.8
0.8
KDOTs Grade 4.0 AE concrete has a W/C of 0.44. Use a W/C factor of 1.0 for cover detailing
purposes. Grade 4.5 AE concrete has a W/C of 0.40. Use a W/C factor of 0.8 for detailing purposes.
The required cover to protected coated reinforcement (epoxy) uses the interior portion of Table 1

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The KDOT exceptions to AASTHO cover requirements are:

Drilled Shafts use 3 in. cover for shafts < 3 ft., 4 in. cover for shafts 3 ft. to 5 ft., and 6 in. of
cover for shafts > 5 ft.
Use 3 in. of cover for columns
Bottom of Deck Slabs use 1.5 in. of cover
Table 5.1.5-1 Cover for Unprotected main Reinforcing Steel (in.)
Situation
Direct exposure to salt water
Cast against earth
Coastal
Exposure to deicing salts
Deck surfaces subject to tire stud or chain wear
Exterior other than above
Interior other that above
Up to No. 11 bar
No. 14 and No. 18 bars
Bottom of castin-place slabs
Up to No. 11 bar
No. 14 and No. 18 bars
Precast soffit form panels
Precast reinforced piles
Noncorrosive environments
Corrosive environments
Precast prestressed piles
Cast-in-place piles
Noncorrosive environments
Corrosive environments
General
Protected
Shells
Auger-cast, tremie concrete, or
slurry construction
Cover (in.)
4.0
3.0
3.0
2.5
2.5
2.0
1.5
2.0
1.0**
2.0
0.8
2.0
3.0
2.0
2.0
3.0
3.0
2.0
3.0
4.0
** Use 1.5 for deck slabs to accommodate larger aggregates

Bar Spacing Requirements:
Minimum Bar Spacing: (Article 5.10.3.1.1)
Distance between parallel bars in a layer shall not be less than:
1.5 times the nominal bar diameter
1.5 times the maximum aggregate
1.5 in.

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Finished edges:
Round (radius), chamfer, or armor all exposed edges and corners to guard against spalling. It is
KDOTs practice to detail 3/4 in. triangular molding for this purpose. Likewise, use fillets on
inside (re-entrant) corners. Where two surfaces are to slide past each other, as in the case of semiintegral abutments, special care should be given to the detailing so the joint is free to move.
Boundaries:
When two concrete members are placed adjacent to each other, Type B expansion joint filler
material will be used (Division 1500) to prevent spalling and to allow for the concretes to be properly consolidated while allowing room to expand at different rates after hardening. If two members are placed, one on top of the other and are not connected then a bond breaker such as tar
paper should be called out to allow contractions due to curing one member relative to the other
without binding. In the case where a steel plate (plate in rail or in sidewalk), in an expansion joint
will be in contact with concrete it is common to call out a steel trowel finish and a greased surfaced to facilitate movements.
5.1.6 Reinforced Concrete Design

Resistance factor shall be taken from (Article 5.4.2.1) as :
For tension-controlled reinforced concrete
sections as defined in Article 5.7.2.1
For tension-controlled prestressed concrete
sections as defined in Article 5.7.2.1
For shear and torsion:
normal weight concrete
lightweight concrete
For compression-controlled sections with
spirals or ties, as defined in Article 5.7.2.1,
except as specified in Articles 5.10.11.3
and 5.10.11.4.1b for Seismic Zones 2, 3,
and 4 at the extreme event limit state
For bearing on concrete.
For compression in strut-and-tie models

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0.90
1.00
0.90
0.70
0.75
0.70
0.70
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5.1.6.1 Shear Design

Currently there are two models for shear design in reinforced concrete, the Sectional Design
Model (Article 5.8.3) and the Strut-and-Tie Model (Article 5.6.3 and Article 5.10.9.4). The Sectional Design Model is further separated into the following:
Simplified Procedure for non-prestressed members (Article 5.8.3.4.1)
General Procedure:
1) CSA Method (Article 5.8.3.4.2)
2) Tables Method (Appendix B5)
Simplified Procedure for prestressed and non-prestressed members (Article
5.8.3.4.3)
The Sectional Design Model is acceptable for most applications where beam theory is a valid
assumption and where the member is not considered deep. The Sectional Design Model relies on
sectional forces (shear, moments, axial and torsion) not considering how the force was transmitted
to the section. The Strut-and-Tie Model may be used on flexural members but is consider approximate, yielding a less conservative result.
Use the Strut-and-Tie Model when the slope of the shear diagram is very steep. This occurs when
the load causing half the total shear or when the point of zero shear is located within 2d from the
face of the support. In other words:
Vu
When ------ 2d from the face of the support or when V u = 0 and 2d
2
KDOT recommendes using the General Procedure in (Article 5.8.3.4.2 )
General Requirements:
Shear reinforcement is required when:
V u > 0.5 ( V c + V p ) (Equation 5.8.2.4-1 )
Where:
V u = factor shear force (kip)
V c = nominal shear resistance of the concrete (kip)
V p = component of prestressing force in direction of the shear force, equals zero when the
simplified method is used.
= resistance factor from (Article 5.5.4.2.1)
Shear reinforcement for deck slabs, footings and culverts can be neglected after a preliminary
check of the required thickness has been made.

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Transverse Reinforcement Requirements:

Minimum Transverse Reinforcement Required is:
(Article 5.8.2.5)
bv s
A v > 0.0316 f c ------- (Equation 5.8.2.5-1)
fy
Where:
A v = area of transverse reinforcement within distance, s (in.2)
b v = width of the web (in.)
s = spacing of transverse reinforcement (in.)
f y = yield strength of transverse reinforcement (ksi)
Maximum Transverse Reinforcement spacing required is a function of shear stress per (Article
5.8.2.7):
v u < 0.125 f c' then:
S max = 0.8d v 24in
In high stress conditions if v u > 0.125 f c' then:
S max = 0.4d v 12in
In low stress conditions if
Where:
v u = shear stress in concrete per (Article 5.8.2.9)
Vu
v u = ------------b v d v
d v = 0.72h
or 0.9d e
(in.)
h = overall thickness or depth of the member (in.)

d s = the centroid depth of reinforcement (in.)
d e = d s for cast in place concrete members (in.)
It is good design practice to be conservative for shear (confinement) reinforcement,this is because
there is no threshold penalizing the designer for excessive reinforcement, as in the case for flexture, and because the additional cost of reserved shear capacity is nominal.
The nominal shear resistance is taken as the lesser of:
V n = V c + V s + V p or V n = 0.25 f cb v d v + V p (Article 5.8.2.4)

The second equation above is to prevent crushing of the web in I-shaped members and will not
control in rectangular sections.
A v f y d v cot
The concrete resistance is V c = 0.0316 f cb v d v and the steel is V s = ---------------------------s

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When (Article 5.8.4.1) is satisfied then = 2.0 and = 45 , otherwise as previously discussed, use the General Procedure for calculating and
The factored shear resistance is required to be greater than the factored loads:
Vr Vu
Where:
V u = factored shear demand at the controlling limit state
V r = V n = the factored resistance
5.1.6.2 Flexural Design

It is KDOTs practice to consider a Cast-In-Place (CIP) member to be a singly reinforced beam
even when there is compression reinforcement in the opposite face of the member. This conservative design practice allows for reserve capacity later if need by analysis.
The general equation taken from (Article 5.7.3.2.2), is reduced by removing the terms not applicable, resulting in the familiar nominal flexural resistance:
(Based on Equation 5.7.3.2.2-1)
M n = A s f s d s a---
2
a = 1 c
and for rectangular sections
As fs
c = -----------------------0.85f c' 1 b
For flanged sections the stress block will be limited to the flange to be considered a rectangular
section, otherwise the section is consider a T-section.
Where:
M n = Nominal flextural resistance, (kip-in)
A s = Area of mild tension reinforcement, (in2)
f s = Stress in mild tension reinforcement, (ksi)
f' c = Specified compressive strength of concrete at 28 days, (ksi)
d s = Distance from the compression fiber to mild tension reinforcement, (in)
c = Distance from the compression fiber to the neutral axis, (in)
1 = Stress block factor in Article 5.7.2.2

a = Compression block depth, (in)

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The factored flexural resistance is required to be greater than the factored loads:
Mr Mu
Where:
M u = factored flexure demand (load) at the controlling limit state
M r = M n = the factored resistance
Maximum Reinforcement (Article 5.7.3.3.1)
The old c d > 0.42 relationship as the upper limit for reinforcement is not used in the current
specification. Tension controlled regions are defined as locations where the strain in the reinforcement is greater than 0.005. This minimum strain promotes ductiliy of the member at a failure
condition. The design procedure outlined for flexural design assumes a tension controlled region.
For a complete list of design assumptions for Strength and Extreme Event Limit States see (Article 5.7.2).
Minimum Reinforcement (Article 5.7.3.3.2)
The minimum amount of reinforcement to develop Mr is the lesser of:
1.2 Mcr or 1.33 Mu
Conservatively Mcr can be taken as:
M cr = S c f r with fr taken as 0.37 f 'c

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Figure 5.1.6.2-1 Area of Steel Required
Control of Cracking by Distribution of Reinforcement: (Article 5.7.3.4)

To reduce cracking a member will have reinforcement spaced on the tension face of the flexure
700 e
dc
member spaced not greater than s ------------------ 2 d c where s = 1 + ------------------------------ these
s f ss
0.7 ( h d c )
terms are defined in the Article.
Use an exposure factor of 0.75 for members exposed to de-icing salts and a factor of 1.0 for other
locations.
This provision applies, per (Article 5.7.3.4) . where tension in the cross-section exceeds 80 percent of the modulus of rupture, specified in (Article 5.4.2.6), at applicable Service Limit State load
combination
So if M u > ( 0.80 )0.24 f c' S c then the spacing requirements of (Article 5.7.3.4.) are applicable.

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To reduce cracking in a member, which is 3 ft. in depth or greater, the reinforcement on the longitudinal skin reinforcement along the sides of the member will be limited to:
Ae
A sk 0.012 ( d e 30 ) ----4
d
6
-----e or 12 in.
For flexure members 3 ft. in depth or less it is good design to place, as a minimum, place #4 bars
at a maximum of 12 in. spacing along the sides of the member.
5.1.6.3 Column Design:

General:
As shown in the figure below, the interaction diagram defines the boundaries for resistance and
identifies a balance point for eccentricity. Design practice should size the column and the amount
of reinforcement such that the controlling limit states falls near the balanced condition or below.
The designer will apply the appropriate effect, as a percentage of the DL + LL per 3 LOADS
AND LOAD FACTORS for the restraint of seismic forces.
Figure 5.1.6.3-1 Column Design
Reinforcement:
In the past, the Specification indicated that the minimum reinforcement be equal to 0.01Ag. Now
fc
As
according to Equation 5.7.4.2-3 the minimum reinforcement ratio, ------, is 0.135 ----- with a
Ag
fy
minimum size of #5 and minimum of six reinforcing bars. At no time should the column be reinforced greater than 0.08Ag. KDOTs experience dictates that a column should be designed with
between 1% and 2% reinforcement, columns outside this range are candidates for resizing. A
normal 6 bar spacing should be used (2.5 db min and 8 max).

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Figure 5.1.6.3-2 Minimum Reinforcement Ratio

4.00%
fy
3.50%
Min.U = 13.5%(f'c/fy)
40
3.00%
50
2.50%
60
2.00%
75
1.50%
100
1.00%
0.50%
0.00%
3
10
f'c
For structures not falling in the Seismic Concrete Detailing Zone detail the confinement reinforcement as ties per Article 5.10.6.3. For strucutures fall within the Seismic Concrete Detailing
Zone transverse reinforcment will be detailed according to Article 5.10.11.4.1d.
The KDOT preferred lateral reinforcement in round columns is the spiral tie with a 6 in. pitch.
This spacing may not meet the requirements of the spiral definition in Article 5.7.4.6, for largerdiameter columns. Currently, the maximum diameter of spiral tie reinforcing is 72 in. For square,
rectangular or large diameter columns (> 6 ft.) use individual hoop ties with a maximum spacing
of 1 ft. A closer spacing will be used near the junction of the column with the beam, footing or
near hings. Drilled shaft confinment reinforcement usually consists of #5 spiral or hoops at 12
spacing, the region shown at the shocket interface for seimic detailing will be closer as described
below.
Reinforcing dowels projecting from a spread footing are normally provided with additional
length. This is to provide adequate splice length in the event the footing has to be lowered slightly
in the field due to adverse foundation conditions.
Columns on bridges that come in contact with salt water drainage or spray are required to have
some form of protection. Protection may be in the form of extra concrete cover over the reinforcing steel, use of a concrete sealer or, in some cases, epoxy coated bars. Typically a 3 clearance is
used for the 3db requirement.

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Column Analysis:
kl u
For members not braced against sidesway, slenderness effects may be neglected if ------- < 22 .
r
For member braced against sidesway slenderness effects may be neglected if
kl u
------- < 34 12 ( M 1 M 2 ) .
r
kl u
For members where ------- < 100 use the approximate method per Article 5.7.4.3.
r
kl u
For members where ------- > 100 use second order analysis to determine slenderness effects.
r
A P-delta second order analysis can be used in lieu of the approximate method.
Extreme Event Loading:

The Extreme Event II loading conditions for vehicular impact may exceed the design capacity of
the column. In this case KDOT, and KSU through KTRAN research funding have developed software which calculates the ultimate column capacity for unconfined based on transformed sections, strain compatibility and finite layers. For confined columns the analysis is based on
Mader, et al. (1988) equations for effective lateral confinement pressures. The software is available for free, contact the Bridge Design Section for a current copy. Currently, the software is limited to circular columns, rectangular column capacities will be available in the future. This
Extreme Event Limit State capacity check should consider the type of structure (redundant, non
redundant, continuos or simple span) when utilizing the ultimate capacity. For non-redundant
structures the capacity is limited to within the unconfined curve Figure 5.1.6.3-3 Column Expert
Software Limits For Redundancies(B) region. For redundant structures the capacity may be taken
up to the fully confined curve,Figure 5.1.6.3-3 Column Expert Software Limits For RedundanciesC) region. As shown in Figure 5.1.6.3-4 Column Expert Software Limits For 75% Rule, for columns where the confined and unconfined capacities are similar in magnitude, the ductility of the
column is reduced, limiting the reserve capacity. This reduction has lead to the development of
the 75% rule, for non-redundant columns with little confinement reserve. For these columns,
the capacity is limited to the minimum of the unconfined capacity or 75% of the distance between
the design curve and the confined curve. If the capacity, after the two above mentioned checks, is
insufficient then barrier protection per Article 3.6.5.1 or a crash wall or combination of the two
will be required.

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Figure 5.1.6.3-3 Column Expert Software Limits For Redundancies
C
balanced
A
A: Normal design range for service and strength.

B: Extreme event of non-framed or non-redundant bents.
C: Extreme event of framed, redundant bents.
Figure 5.1.6.3-4 Column Expert Software Limits For 75% Rule

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Figure 5.1.6.3-5 Seismic Concrete Detailing
Seismic Detailing:
Column:
Figure 5.1.6.3-5 Seismic Concrete Detailing shows the more stringent detailing practices as a
result of changes in the current LRFD specification for seismic detailing. The main differences
revolve around the change in return period for the event (from 500 yr. to 1000 yr.) and thus seismic detailing criteria for concrete in Zone 1B and IC per Article 5.10.11.4.1d, requires top and
bottom hinge connections. See Figure 3.4.8-1 FLOW CHART FOR SEISMIC LOADS for the
KDOT flow chart to determine which criteria to follow. At connection locations between the column and footing or column and pier beam, the confinement reinforcement must extend into the
connected member.
Footing:
Where piling penetrate the pile cap, abutment beam or pier beam, use details for confinement
reinforcement shown in the Figure 5.1.6.3-6 Seismic Concrete Detailingto meet the intent of Article 5.10.11e for seismic detailing. Use headed shear studs welded to the top of piling to provide
positive connections to the concrete. Use stirrups to provide overall confinement of the pile cap as
shown in detail below.

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Drilled Shaft:
The nominal confinement reinforcement for drilled shafts in the past has been #5 bars at 12 spacing, for the regions shown in Figure 5.1.6.3-7 the confinement spacing will decrease. These
potential plastic hinge zones occur at the shaft/column interface. There can be a significant
changes in stiffness at this interface. The zone above and below the shaft /top of rock socket interface is the location where the lateral force are resolved. For 6-0 diameter and less drilled shafts
within this region, the shaft will be detailed as #5 bars spaced at 6 as a minimum. For 6-0
diameters and greater drilled shafts use 50% of the requirement from Article 5.10.11.4.1d. At the
column shaft interface, the tie-cage shown with spiral reinforcement should be extended to the
limits shown in Figure 5.1.6.3-7.

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5.1.7 Slab Bridge

5.1.7.1 RCSH (Reinforced Concrete Haunch Slab)
Concrete slab bridges, which are longitudinally reinforced, may be supported on piers or abutments, or continuous over supports. These are the simplest form of concrete superstructure that
effect economy and have a good maintenance record.
Continuous haunched concrete slab bridges have been used in a span range from 27 to 65 ft in
length. For span length less than 27 ft, the designer should consider a continuous flat slab without
haunches. The span ratio established for haunched slab bridges is 1.0 to 1.33 for the typical crossing. For flat slab bridges, the span ratio is 1.0 to 1.25. Geometric conditions may require other
span ratios. While monolithic continuous haunched slab bridges have been constructed in excess
of 575 ft in length, the designer should analyze for the effects of temperature change on column
moments and flexibility of the substructure due to column size and foundation conditions (see discussion of thermal forces in3.4.4 Thermal Force Considerations . The haunching ratio varies from
0.61 to 0.90 and is computed as the haunched depth divided by the minimum slab depth (ph/h).
See attached recommendations for Standard Reinforced Haunched Slabs.
Slab bridges are designed for dead load and lane load on a per foot width basis. The live load is
distributed over a equivalent strip width of E = 10.0 + 5.0 L 1 W 1 for one lane and
12.0W
E = 84.0 + 1.44 L 1 W 1 but not to exceed ---------------- feet in accordance with Article 4.6.3.3.
NL
KDOT uses this distribution for simple span bridges. For continuous slab spans with the span
ratios used in KDOT designs, the distribution (E) may be computed by using the length of the end
span for L1 in the above formula.
Slabs are designed as singly reinforced members for flexural yielding failure (as opposed to sudden concrete failure) and to control deflections.
The slab should be strengthened at all unsupported edges. In the longitudinal direction, strengthening usually consists of additional reinforcement in a slab section at the outside edge or in an
integral reinforced section of slab and curb. For simply supported spans, these should be designed
to resist a live load moment of 0.10 PS, where P is the lane load and S the span in feet. The
moment for continuous spans may be reduced 20 percent.
The design moment (DL+LL+I) for the longitudinal edge beam may be distributed over the width
of the railing plus 1 ft. plus the minimum depth of the slab. Only the positive moment is required
to be checked since the negative moment results from loads placed out in the span and the load is
considered distributed by the time the load reaches the support.
At bridge ends and intermediate points where continuity of the slab is broken, the edges should be
supported by diaphragms or other suitable means. The edge supports should be designed to resist
the full moment and shear from wheel loads that pass over them.

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The abutment wings are usually an extension of the abutment beam with a minimum extension of
5 ft. The extension should slope to match the shoulder slope for the guard fence backup. The top
elevation of the wing should match the bridge gutter line or approach gutter. Install strip drains on
the backside of the Abutment Backwall for drainage purposes. If abutment drainage is not needed,
it will be removed at field check.
For skewed slab bridges, the main reinforcing steel is placed longitudinally and the transverse
reinforcing steel is placed along the skew since spacer frames placed perpendicular to the centerline on a skewed bridge results in complications. Longitudinal spacer frames have been used but
are not recommended except for widenings. For skews greater than 20, the reinforcing steel
should be placed perpendicular to the centerline (uniform depth slab).
The uniform dead load deflection for skewed bridges is computed for the span length and that
value decreased by the percentage equal to the skew angle in degrees.
A design procedure for concrete haunched slab bridges is included on the following pages. Example details of a Reinforced Concrete Haunched Slab bridge begins at Figure 5.1.7.1-7 General
notes and Quantities (BR 200).
Standard Haunched Slab Design Criteria:
A. Loading Specifications and Unit Stresses
1. Load and Resistance Factor Design
2. For Live Load distribution, E, (Article 4.6.3.3) the span length, L1, shall be based upon
the end span.
3. Check fatigue and crack control serviceability requirements as they may govern the
design.
4. Reinforcing Steel: Grade 60 (epoxy coated) fy = 60 ksi
Usage
AADT
< 3000
Superstructures:
Slab Span
3000-5000
>5000
Gr 4.0 (AE)(SW)
(2" clear.)
Gr 4.0 (AE)(SA)
(2" clear.)
Gr 4.0 (AE)(SA)
(3" clear.)
Gr 4.0 (AE)(SW)
(2" clear.)
Gr 4.0 (AE)(SA)
(2" clear.)
Gr 4.0 (AE)(SA)
(3" clear.)
Post-Tensioned
Slabs
C.I.P.Conc.
Beams
(AE) = Air Entrained

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(SW) = Structural concrete with select coarse aggregate for Wear.

(SA) = Structural concrete with select coarse aggregate for wear and Absorption.
5. Concrete:For AADT < 5000 then (Gr 4.0)(AE)(SW) fc = 4 ksi
For AADT > 5000 then (Gr. 4.0)(AE)(SA) fc = 4 ksi
6. Design dead load includes an allowance for a future overlay:
For 2 in. clearance use 25 lbs./ft2
For 3 in. clearance use 15 lbs/ft.2
B. Negative Moment Design:
1. Use a three-bar repeating pattern (5 in. spacing)
2. The crack control Z" factor has been replaced with the below equation which uses
the actual depth of reinforcement cover and actual stress at service limit state.
Article 5.7.3.4 Control of Cracking by Distribution of Reinforcement
. where tension exceeds 80 percent of the modulus of rupture, specified in Article 5.4.2.6, at
applicable service limit state load combination
If M u > ( 0.80 )0.24 f'c S c then the spacing requirements of Article 5.7.3.4 apply
The spacings of mild steel reinforcement in the layer closest to the tension face shall satisfy the
following:
700 e
s ------------------ 2 d c
s f ss
d
c
s := 1 + -----------------------------0.7 ( h d c )
f ss = The actual stress in the reinforcement at

Service Limit State
h = The overall thickness of the slab
d c = The thickness of the concrete from tension fiber to the
center of the flexure reinforcement.
(2 in.
maximum cover).
e = KDOT uses the following exposure factors
Bottom Steel e = 1.00
Top Steel
e = 0.75
S c = Section modulus of the gross concrete section

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From conventional concrete design practices; calculate the stress in the reinforcement and determine the maximum spacing, s for the reinforcement:
A
s
= --------bd
ratio of reinforcement is given as

depth of rectangular concrete stress distribution
k=
( n) + 2 n n
j = 1 --k3
M
f s = ------------------As j d
distance from force couples

stress in reinforcement
3. When computing the design "dc," neglect the top 1 in. of the deck.
4. Minimum reinforcement in the top of the slab at the abutment shall be in the range of 1.2
to 1.6 in.2/foot of roadway width.
C. Positive Moment Design:
1. Use a four-bar repeating pattern (5 in. spacing)
2. The crack control Z" factor has been replaced with the below equation which uses the
actual depth of reinforcement cover and actual stress at service limit state.
See Negative Moment above for crack control parameters
D. Design of Transverse Steel:
1. Distribution Reinforcement, per Article 5.14.4:
The amount shall be a percentage of the main reinforcement steel required for (maximum)
positive moment, as given by:
Percentage = 100/ L < 50 percent (L in feet)
Do not design distribution reinforcement for a percentage of steel required for serviceability
requirements (i.e., crack control or fatigue) use the Strength I Limit State.
The area of steel required by maximum positive moment in Span No. 1 and the percentage
requirement for distribution steel based upon Span No. 1 length, L, will control the design.
Use load factor design in computing area of steel required for maximum positive moment.

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2. Shrinkage and Temperature Reinforcement :

By specification, the area of steel required is 0.125 in2/ft. of width with a maximum spacing
equal to 3 times the uniform deck thickness but not to exceed
18 inches.
3. Spacer Frames:
The spacing used for these frames should be based on the most economical spacing of both
distribution and temperature reinforcement. (4 ft. or less)
E. Longitudinal Construction Joints:
Omit the longitudinal construction joint details on haunched slab bridges with roadway
widths of 44 ft. or less. The joint details may be added on wider slabs if the designer wishes.
F. Camber (Plan note):
Camber shall be provided as shown on the Camber Diagram unless the Contractor uses long
span steel beam falsework (concrete dead load deflection greater than in.) or timber falsework with greater than 12 ft. clear span, in which case he shall submit falsework plans
which show the additional required camber.
G. Effect on Camber Due to Skew:
Skewed bridges should use the approximation that the deflection, and therefore the camber,
should be reduced by the percentage of the skew in degrees. Such modification should be
listed with the camber diagram.
Example: For a 30-degree skewed bridge, camber shown is for 70 percent
of that computed for the same bridge with no skew.
H. Deflections:
Long term deflections will be computed as 3.5 (4.0 for center spans over 64 ft) times the
immediate deflections.
I. The following Standard Notes pertain to the construction of Haunched Slab Bridges:
Falsework: NOT4120, 4130
Camber: NOT4140
Construction Loads: NOT9100
Slab Elevations: NOT4300
Rail Construction: NOT7800, 7810
Concrete Placing Sequence: NOT7300, 4200
Skewed Structures: NOT7205, 7210, 7215
See Figure 5.1.7.1-7 General notes and Quantities (BR 200)

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Haunched Slab History and Direction:

In the old LFD designs in US units KDOT started structure spans at 30-40-30 and increased them
in 10 ft. total increments to 48-64-48. When we did the LRFD designs in US units we started at
24-32-24 and increased them in 20 foot increments up to 54-72-54. Six roadway types are available: (28 ft.) (32 ft) (36 ft.) (40 ft.) (40 ft. OS) (44 ft.)
Spans available in LRFD and US units:
24-32-24
30-40-30
36-48-36
42-56-42
48-64-48
54-72-54
3 Span combinations dropped:
33-44-33
39-52-39
45-60-45
The 39-52-39 is still available in US units in LFD designs. Read the following note:
These older LFD standards in USC units have not been updated or maintained since KDOT
started using the SI system of units in 1996. There are several details on these older standards that
dont conform to current KDOT practices.
They are as follows:
Cross slope is now 1.6% instead of 3/16 in. per ft
Abutment backwall option not given
Abutment now has 1 more bar in each vertical face
Abutment now has stirrups confining the ends of the wings
Column spiral bar note has changed
Abutment now has a different hook bar for the approach slab
Abutment Stirrup spacing under the rail has changed to eliminate conflicts with rail bars
It is the designers responsibility to review and incorporate these changes.

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Figure 5.1.7.1-1 Standard R.C. Haunched Slabs

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Figure 5.1.7.1-2 Transverse Spacer Frames

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Figure 5.1.7.1-3 Continuous Slab Edge Beam

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Figure 5.1.7.1-4 Suggested Standard Abutment Design

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Figure 5.1.7.1-5 Standard Haunched Slab Abutment Details

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Figure 5.1.7.1-6 Pier Beam Design - RCHS

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Figure 5.1.7.1-7 General notes and Quantities (BR 200)

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Figure 5.1.7.1-7a Slab Elevations (BR 203)

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Figure 5.1.7.1-8 Abutment Details

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Figure 5.1.7.1-9 Pier Details (BR540)

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Figure 5.1.7.1-10 Superstructure Details - Concrete Placing Sequence

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Figure 5.1.7.1-11 Superstructure Details

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Figure 5.1.7.1-12 Corral Rail

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Figure 5.1.7.1-13 Bill of Reinforcing and Bending Diagram

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5.1.7.2 RCSHX (Post Tensioned Reinforced Concrete Haunch Slab)

Spans and Roadways:
Four (4) span arrangements will be available in a continuous three (3) span configuration.
Group A
(50-65-50 ft.)
Group B:
(55-72-55 ft.)
Group C:
(62-82-62 ft.)
Group D:
(71-92-71 ft.)
Six (6) roadways will be available for each span group:
(28 ft.)
(32 ft.)
(36 ft.)
(40 ft.)
40 ft. OS
(44 ft.)
Design Loads:
Dead Loads:
Concrete Dead Load = 145 pcf
Traffic Barrier Load = 275 plf per rail
Future Wearing Surface = 25 psf
Live Loads:
Live load design is accompanied by a corresponding allowable concrete tensile stress limitation.
"No" tension in concrete for HS-20 Loads.
3 * f'c^0.5 maximum tension for HS-20 + Kansas Overload Provisions.
3 * f'c^0.5 maximum tension for HL-93 Loads (LRFD).
The superstructure is designed to satisfy the older AASHTO LFD (Load Factor Design) and the
current AASHTO LRFD (Load Resistance Factor Design) design specifications.
Load Rating:
The goal of design load rating for the given span ranges, governed by the standard HS-20 Truck
among all seven (7) Kansas load rating trucks, is 1.10.
The design of larger span groups C and D spans results in a minimum 1.10 rating for the HS-20
truck.
The design of smaller span groups A and B spans results in a minimum 1.10 rating for the HS20 Truck for maximum positive and negative moments, and a minimum 1.05 rating for negative
moment near mid-span of the exterior spans.
Skews:
An example of a 30 degrees skewed structure is available for download as reference material.
Below is a partial list of considerations for skewed post-tensioned haunched slab bridges.
Longitudinal post-tensioning details are expected to be substantially unchanged.
Transverse post-tensioning details will require modifications to accommodate skew and potential
conflict with rail post reinforcement.
Anchor end recess will also require special details to accommodate the skew.

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Multi-span Applications:
The current standards for post-tensioned concrete haunched slabs are limited to three (3) continuous span arrangement. Unlike the standards for the conventional reinforced concrete haunched
slabs, post-tensioned concrete slab design cannot be extended to multi-span application in a
straightforward manner. The additional length of tendons results in increased loss of prestress,
which may require additional prestress. KDOT may, in the future, develop standards for multispan applications. The maximum total length of post-tensioned concrete slab bridges, without
introducing a strand splice or interior span joints, is expected to be about 600ft.
Availability:
The standards are available in three components:
1. The user's Manual: Appendix C Post- Tensioned Haunched Slab Bridge Users Manualt
2. Plan standards Microstation ".dgn" drawing file format
3. Standard Specifications for State Road and Bridge Construction Section 716 of the Standard Specifications, (Construction specifications for post-tensioned concrete haunched slab
bridges).

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Figure 5.1.7.2-1 General Notes (A28GNot)

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Figure 5.1.7.2-2 Abutment Details

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Figure 5.1.7.2-3 Superstructure Details

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Figure 5.1.7.2-4 Slab Details

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Figure 5.1.7.2-5 Post Tension Details

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Figure 5.1.7.2-6 Bill of Reinforcing and Bending Diagram

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References
Darwin D., (1983). Effects of Traffic Induced Vibrations on Bridge Deck Repairs, p. 9.
Mander, J.B., Priestley, M.J.N., and Park, R. (1998). Theoretical Stress-Strain Model for
Confined Concrete Journal of Structural Engineering, ASCE, V.114, No. 8, p. 1804-1849,
August 1988.
Mander, J.B., Priestley, M.J.N., and Park, R. (1998).Observed Stress-Strain behavior of
Confined Concrete Journal of Structural Engineering, ASCE, V.114, No. 8, p. 1804-1825,
August 1988.
Rasheed H,.(2009). Interactive Software for Design, Actual Ultimate Capacity and Health
Monitoring of Confined Circular Columns.

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Appendix A Reinforced Concrete Design Equations

Single Reinforced Beam
Sum forces in the x-direction F x = 0
T = C c C c = 0.85f c ba T = A s f y for ultimate
strength design, knowing the maximum strain value of the concrete c = 0.003 and the linear distribution.
Tension equal to Compression A s f y = 0.85f c ab and solving for the depth of the assumed
Asf y
stress block yields a = ----------------- from Hookes Law determine the yield strain
0.85f c b
60 y = -----y = -------------E
29000
s
a- and using similar triangles ---------- = 0.003
------------- deter The depth to the neutral axis is x = ---dx
x
1
mine the strain in the steel
0.003
s = ------------- ( d x ) if the strain is greater than yield then use
x
yield s y
Check the reinforcement ratio, the balanced point occurs when the steel yield and the concrete
0.85 1 f c
87
crushes at the same time b = -------------------- ---------------fy
87 + f y

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--------- max = 0.75 b
fy
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The reinforcement ratio ia required to be between the minimum (under reinforced) and maximum
(over reinforced)
A
= -----s max < < max
bd
Moment Capacity Equations
Af
f cb
f c
0.9
s y
Mn = ------- A s f y d 0.59 --------
12
0.9
2
Mn = ------- f y bd 1 0.59 ----y-
12
0.9
Mn = ------- A s f y d a---
12
Double Reinforced Beam
------------
1 = 0.85 0.05 f c 4000
1000
To analyze a doubly reinforced member, the determination of the stress in the compression reinforcement is required. If the following is true
f c d 87
s A s
A
------------------ 0.85 1 ------------------------ bd
f y d 87 + f y
Then the moment capacity can be solved for directly
0.9
Mn = ------- ( A s A s )f y d a--- + A s f y ( d d )
12
2
That is, the compression steel and the tension steel has yielded
f s = f y and s' y

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If it has not reached yield then find the stress in the compression steel:
Need to find
f s = E s'
s'
( x d -)
------------ = 0.003
------------- = s' = 0.003
------------------------------x d
x
x
aDetermine the location of the neutral axis
x = ---1
Using similar triangles
a- d
---
1
Determine the strain in both tension and compression steel s' = 0.003 -------------------a---1
s
---------- = 0.003
------------dx
x
The resultant compression force in the concrete C c = 0.85f c ab

The resultant compression force in the steel C s = A s ( f s 0.85fc ) = A s [ ( s' E ) 0.85f c ]
Summing forces in the x-direction and setting equal to zero F x = 0
Cs + Cc = T = fy As
aSolve Quadratic Equation for a substitute x = ---1

xd
Solve: s' = 0.0003 ----------- determine stress f s = s' E

x
0.9
a
Moment Capacity is M n = ------- C s ( d d ) + C c d --- and check ratio
12
2
f sb
A
- compare to min = 200
max = 0.75 b + ------------- and = -----sfy
bd
fy

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Appendix B Reinforced Development Lengths Table
DEVELOPMENT LENGTH
TOP BARS
BAR
SIZE
Fc = 4000. PSI Fy = 60. KSI
0.8
EPOXY
1.20
0.8
13.
17.
21.
26.
32.
42.
53.
67.
82.
114.
147.
12.
14.
17.
21.
26.
34.
42.
54.
66.
91.
118.
16.
21.
26.
31.
38.
50.
63.
80.
99.
137.
177.
13.
17.
21.
25.
31.
40.
51.
64.
79.
109.
142.
3
4
5
6
7
8
9
10
11
14
18
LD
OTHER THAN TOP BARS

BAR
EPOXY
SIZE LD
0.8
1.20
3
4
5
6
7
8
9
10
11
14
18
12.
12.
15.
18.
23.
30.
38.
48.
59.
81.
105.
12.
12.
12.
15.
18.
24.
30.
39.
47.
65.
84.
12.
15.
18.
22.
27.
36.
45.
58.
71.
98.
126.
>
>
>
>
>
>
>
>
>
>
>
0.8
12.
12.
15.
18.
22.
29.
36.
46.
57.
78.
101.
>
>
>
>
>
>
>
>
>
>
>
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
5.1
6.8
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
11.9
15.8
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
5.1
6.8
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
11.9
15.8
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
<
<
16.
21.
26.
31.
39.
51.
64.
81.
100.
138.
179.
13.
17.
21.
25.
31.
41.
51.
65.
80.
111.
143.
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
<
<
14.
18.
23.
27.
34.
45.
57.
72.
88.
122.
158.
12.
15.
18.
22.
27.
36.
45.
58.
71.
98.
126.
COMPRESSION BARS
BAR SIZE
LD
3
4
5
6
7
8
9
10
11
14
18
8.
10.
12.
15.
17.
19.
22.
24.
27.
32.
43.

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CLASS A SPLICES
BAR
SIZE
3
4
5
6
7
8
9
10
11
BAR
SIZE
3
4
5
6
7
8
9
10
11
TOP BARS
LD
13.
17.
21.
26.
32.
42.
53.
67.
82.
0.8
12.
14.
17.
21.
26.
34.
42.
54.
66.
Fc = 4000. PSI Fy = 60. KSI
EPOXY
1.20
16.
21.
26.
31.
38.
50.
63.
80.
99.
0.8
13.
17.
21.
25.
31.
40.
51.
64.
79.
>
>
>
>
>
>
>
>
>
OTHER THAN TOP BARS

EPOXY
LD
0.8
1.20
0.8
12.
12.
15.
18.
23.
30.
38.
48.
59.
12.
12.
12.
15.
18.
24.
30.
39.
47.
12.
15.
18.
22.
27.
36.
45.
58.
71.
12.
12.
15.
18.
22.
29.
36.
46.
57.
>
>
>
>
>
>
>
>
>
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
16.
21.
26.
31.
39.
51.
64.
81.
100.
13.
17.
21.
25.
31.
41.
51.
65.
80.
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
14.
18.
23.
27.
34.
45.
57.
72.
88.
12.
15.
18.
22.
27.
36.
45.
58.
71.
COMPRESSION BARS
BAR
SIZE
STD
TIED
3
4
5
6
7
8
9
10
11
12.
15.
19.
23.
27.
30.
34.
39.
43.
12.
13.
16.
19.
22.
25.
29.
32.
36.

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CLASS B SPLICES
BAR
SIZE
3
4
5
6
7
8
9
10
11
BAR
SIZE
3
4
5
6
7
8
9
10
11
TOP BARS
LD
17.
22.
28.
33.
41.
54.
69.
87.
107.
0.8
14.
18.
22.
27.
33.
44.
55.
70.
86.
Fc = 4000. PSI Fy = 60. KSI
EPOXY
1.20
0.8
20.
27.
33.
40.
50.
65.
82.
104.
128.
16.
21.
27.
32.
40.
52.
66.
84.
103.
>
>
>
>
>
>
>
>
>
OTHER THAN TOP BARS

EPOXY
LD
0.8
1.20
0.8
12.
16.
20.
24.
30.
39.
49.
62.
76.
12.
13.
16.
19.
24.
31.
39.
50.
61.
14.
19.
24.
29.
36.
47.
59.
75.
92.
12.
15.
19.
23.
29.
37.
47.
60.
73.
>
>
>
>
>
>
>
>
>
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
20.
27.
34.
40.
50.
66.
83.
106.
130.
16.
22.
27.
32.
40.
53.
67.
85.
104.
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
18.
24.
30.
36.
44.
58.
74.
93.
115.
14.
19.
24.
29.
36.
47.
59.
75.
92.
COMPRESSION BARS
BAR
SIZE
STD
TIED
3
4
5
6
7
8
9
10
11
12.
15.
19.
23.
27.
30.
34.
39.
43.
12.
13.
16.
19.
22.
25.
29.
32.
36.

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CLASS C SPLICES
BAR
SIZE
3
4
5
6
7
8
9
10
11
BAR
SIZE
3
4
5
6
7
8
9
10
11
TOP BARS
Fc = 4000. PSI Fy = 60. KSI
LD
0.8
EPOXY
1.20
0.8
22.
29.
36.
43.
54.
71.
90.
114.
140.
18.
23.
29.
35.
43.
57.
72.
91.
112.
26.
35.
43.
52.
65.
85.
108.
136.
168.
21.
28.
35.
42.
52.
68.
86.
109.
134.
>
>
>
>
>
>
>
>
>
OTHER THAN TOP BARS

EPOXY
LD
0.8
1.20
0.8
16.
21.
26.
31.
39.
51.
64.
81.
100.
13.
17.
21.
25.
31.
41.
51.
65.
80.
19.
25.
31.
37.
46.
61.
77.
98.
120.
15.
20.
25.
30.
37.
49.
62.
78.
96.
>
>
>
>
>
>
>
>
>
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
CL.
3 Db
SPA.
6 Db
1.1
1.5
1.9
2.2
2.6
3.0
3.4
3.8
4.2
2.6
3.5
4.4
5.2
6.1
7.0
7.9
8.9
9.9
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
26.
35.
44.
52.
65.
86.
109.
138.
170.
21.
28.
35.
42.
52.
69.
87.
111.
136.
EPOXY
1.5
0.8
<
<
<
<
<
<
<
<
<
23.
31.
39.
46.
58.
76.
96.
122.
150.
19.
25.
31.
37.
46.
61.
77.
98.
120.
COMPRESSION BARS
BAR
SIZE
STD
TIED
3
4
5
6
7
8
9
10
11
12.
15.
19.
23.
27.
30.
34.
39.
43.
12.
13.
16.
19.
22.
25.
29.
32.
36.

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Appendix C Post- Tensioned Haunched Slab Bridge Users Manual

Post-Tensioned Concrete Haunched Slab Bridge Users Manual
USERS MANUAL
Post-tensioned Concrete Haunched Slab Bridges

Design and Construction
February, 2013
Bridge Section - Bureau of Design
K
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t ti
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Table of Contents
I. INTRODUCTION............................................................................................................... 3
II. DESIGN ........................................................................................................................... 6
III. PLAN PREPARATION ...................................................................................................12
IV. SPECIFICATIONS .........................................................................................................17
V. COST ESTIMATE ...........................................................................................................18
VI. CONSTRUCTION INSPECTION REQUIREMENTS ......................................................19
VII. LESSONS LEARNED ...................................................................................................25
APPENDIX..........................................................................................................................28

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I. INTRODUCTION
I.1 Description
Post-tensioned concrete haunched slab (XCSH) design and details included in this manual
are intended for the use of bridge details that can be obtained from KDOT Bridge Section for
the preparation of bridge plans. The format is similar to the existing standards available for
reinforced concrete haunched slab bridges (RCSH). This manual consists of eight (8) major
sections: Introduction, Design, Plan Preparation, Specifications, Cost Estimate, Construction
Inspection Requirements, Lessons Learned, and Appendix.
I.2 Scope
The project scope consists of design and plan preparation for a 3-span, post-tensioned
concrete haunched slab bridge, referred to by the KDOT bridge superstructure log code as
XCSH in this manual. There are four (4) span arrangements and five (5) roadways plus one
2 offset crown roadway for each span arrangement included in the manual. No skews are
included in the preparation of the standard plans at the present time. However, a sample
set of a skewed bridge is made available.
The four span arrangements are:
A.
B.
C.
D.
50 ft 65 ft 50 ft
55 ft 72 ft 55 ft
62 ft 82 ft 62 ft
71 ft 92 ft 71 ft
The five roadway widths are:

1.
2.
3.
4.
5.
28 ft
32 ft
36 ft
40 ft (plus a 40 ft roadway width with 2 offset crown)
44 ft
I.3 XCSH Application Where to use XCSH?

The following criteria may be used to evaluate the choice of the XCSH bridge solution for a
given location of a bridge crossing:
1. The need for a shallow superstructure depth for the main span in the 65 ft to 92 ft range
due to constraints such as approach road profile (right-of-way and/or other constraints),
shallow stream depth, or vertical clearance conditions. The approximate span to
superstructure depth ratio for XCSH is about 40:1, compared to 25:1 for girder options in
that span range.

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2. The need for improved safety under overpass structures by minimizing the number of
piers and maximizing horizontal clearance (in comparison to RCSH).
3. The need to minimize the number of piers in the stream channel in relation to scour, drift
accumulation, minimizing obstruction to flow, etc. (in comparison to RCSH).
4. The need for a high-performance type bridge superstructure. The bi-directional, precompression in the slab reduces the cracking of the concrete slab, rendering the slab
more impervious to moisture penetration and thus, chlorides. The entire superstructure
is in a state of pre-compression.
5. The need for competitive cost alternatives to shorter span prestressed girder bridges.
6. The need for a low-maintenance type bridge with least life-cycle cost potential.
Limitations
Constructability: XCSH application should be considered carefully where very deep
channels are encountered which may preclude the use of a cast-in-place type structure
requiring formwork. However, many contractors have innovative ways of forming the
concrete superstructure using steel beams or trusses, so the designer should check the
availability of such construction technology before ruling out the post-tension (P/T) option for
bridges over deep channels. The same concern should be checked for overpasses over
railroads or existing highways to allow traffic through construction.
Skews: Even though skewed XCSH bridges are entirely possible and have been built in the
past up to 30 degrees, the current standards do not include standard XCSH details for
skews. However, an example set of plans is available for reference. See Section II.7 for
additional information.
Horizontally Curved Bridges: The current standards do not include horizontally curved XCSH
applications. See section II.8 for additional details.
Multi-Span Applications: The current standards are limited to a three (3) span configuration
of XCSH. The concepts and details needed to add additional interior spans require further
investigation regarding prestress losses, movement at the abutments, etc. More than threespan XCSH applications are beyond the scope of these standards at this time.
I.4 Cost Considerations

There are a number of factors associated with XCSH that should help to produce a very
economical bridge solution over the life of the bridge crossing.
x
x
x
Minimizing the number of piers for a given bridge length, compared to RCSH
Substantial savings in mild steel reinforcement placement in the slab
Savings in cost due to eliminating the need to raise the approach grade profile,
compared to girder type superstructures
KDOT B id

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Design Manual
Excellent life-cycle cost performance due to the anticipated high-performance bridge

slab
This users manual is not intended to endorse the choice of XCSH as the most
effective bridge solution for a given project location. The designer of the project is
solely responsible for the choice of the XCSH application as well as all structural
design and calculations required by the codes of professional practice. The standard
design and details presented in this manual and the available developed standard
sheets require checking by the designer for the required and applicable loading
conditions specific to each project location.

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II. DESIGN
II.1 Designers Responsibility
The integral pile bent type abutment and the superstructure slab have been pre-designed in
the preparation of the plan standards, available as a part of this project. A wall type pier has
been included in the plans as an example. The designer is solely responsible for the
complete design of all foundation elements (both piers and abutments), the piers and any
non-standard abutments in accordance with the requirements of this manual and applicable
AASHTO and other design specifications. The designer is also responsible to check the
standard abutment and superstructure design for all loading and functional conditions
specific to each project site.
II.2 Design Loads

The superstructure slab has been designed for the following loads:
1. Dead Loads
Concrete (Reinforced):
Traffic Barrier Load:
150 lb / ft3
376 plf per rail (2-8 Kansas Corral rail with curb)
Future Wearing Surface:
25 psf
2. Live Loads
The XCSH Bridge standards have been designed to meet KDOT requirements for three live
loads:
HL-93
HS-20
HET
(LRFD Design & LRFR Rating)

(LFD Rating)
(LFD Rating) (Heavy Equipment Transporter Operating only)
The designer is responsible for checking the design of the superstructure and the standard
abutment for the specific loads applicable to each project location.
3. Design Methodologies
The superstructure and substructure was designed using the AASHTO 2004 edition of the
LRFD Specifications, and then rated using the AASHTO 17th Edition of the LFD
Specifications. The Designer is responsible to use Engineering judgment to verify no code
changes since 2004 will affect the superstructure design. Allowable concrete stresses used
for the service conditions are:
Tension in concrete (psi):
3
93 & ; 6
93

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Design Manual
0 110%

20 ; 6
20
6
Compression in concrete:
0.60

0.45
!"##"$'()" +
The goal of the load rating is to achieve a minimum rating of 1.1 (10% margin) for the
governing rating truck. The governing LFD rating truck for all span groups is found to be the
HS-20 loading. The allowable concrete stresses used under service conditions, in
determining the flexural resistance capacity of the slab, is based on the values shown
above.
II.3 Superstructure Design

The longitudinal P/T, in conjunction with the concrete in the slab, is the primary structural
element for the bridge superstructure. The longitudinal P/T is vertically draped or profiled
to provide compression in the highest tension demand regions. The spacer frames in the
XCSH standards have an additional horizontal bar, in comparison to the conventional
spacer frames of the RCSH standards. This additional bar varies in height to support the
longitudinal P/T in its correct location. The transverse P/T is provided for secondary effects,
such as biaxial tension, etc. The mild (conventional) reinforcing is provided as a construction
framework and for shrinkage and temperature effects. Unlike the 4.0 ksi concrete in
conventional RCSH bridges, XCSH bridges utilize 5.0 ksi concrete. The aggregate selection
for the concrete, however, should follow the same process prescribed by KDOT for RCSH
bridges.
The P/T supplier is responsible for local zone design. The engineer of record, however, is
responsible for the general zone design of both the longitudinal and transverse posttensioning. The abutment and post-tensioning detail plan sheets provide reinforcing details
for these general zone requirements.
Conceptually, two aspects may be mentioned here regarding the unique results of the
design of XCSH bridges. First, by design, the service HS-20 truck will not introduce any
tension into the bridge slab. The benefits of having a slab without flexural cracking at service
level conditions for maintenance and durability are obvious. Second, because the controlling
aspect of design is the tensile stresses in the slab due to service live loads, the structural
system provides ample reserve flexural strength capacity compared to other superstructure
systems (RCSH, prestressed girder, steel girder, etc.).
II.4 Substructure Design
Design considerations for the substructure in the XCSH application are the same as those
for the conventional KDOT RCSH application, with the exception of additional deformations
occurring due to post-tensioning and creep forces which must be accounted for and allowed
to occur in the design. Post-tensioning will induce displacements and rotations of the

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Design Manual
substructure due to elastic deformations, as well as time dependent deformations. The

basic structural model of the superstructure used in the post-tensioning design and analysis
procedure assumes a pinned connection between the superstructure and the substructure.
Therefore, the abutment and piers must be designed to replicate the assumed design
condition. The additional displacements and rotations of the top of abutment piles, in
particular, can be significant and must be accounted for in the design. The longer span
configurations of XCSH, and more importantly, the foundation geology of a specific bridge
site, impact this pile design.
The abutment vertical pile reactions for dead and live loadings are shown on the standard
plans. The total superstructure vertical dead and live loads at the top of the piers are shown
on the sample pier detail sheet to assist the designer in the design of the pier.
1. Abutment Design
The plan standards include a fully designed pile bent type abutment with pre-selected pile
spacing and pile size. Due to slab deformations at the abutment as a result of the P/T
forces, the pile needs to be checked for flexural and axial capacity as a structural member.
A sample calculation is included in the Appendix for reference. The pile spacing and size
shown on the standard plans are to be used as minimum due to this condition.
The shortening of the slab at the abutments due to the combined effect of dead load, live
load, post-tensioning, ambient temperature variations, and concrete creep and shrinkage is
shown in Table A.1 (Appendix) for design purposes. The overall design of the abutment
must be such as to allow this movement to occur freely without restraining the
superstructure. If the abutment foundation is too rigid to allow movement of slab at the
abutment, the superstructure may not develop the assumed precompression, or the
abutment foundations may behave undesirably. One way of achieving this movement and
meeting the overall structural stability is to design a shallow depth (berm type), integral
abutment on a single row of piles as shown on the standard plans. This concept will work
for bridge sites where the geology is such that the piles have ample depth of fixity.
Additional measures may be needed based upon an analysis of the project site geology,
especially where hard geology such as shale or rock strata is encountered close to the
bottom of the abutment beam.
Pre-drilled pile holes may be required in cases where hard subsurface soil conditions are
encountered very close (within 15 ft) below the bottom of the abutment beam. The provision
of the pre-drilled pile holes will allow the piles to accommodate the shortening of the slab at
the abutment without exceeding pile capacity. Pre-drilled holes for XCSH abutment piles
typically extend a minimum of 10 ft below the bottom of the abutment beam. The diameter
of the pre-drilled hole shall be such that a minimum 3 in clearance is provided all around the
pile (Fig. A.1 - Appendix) to allow placement of backfill material in the pre-drilled holes after
the pile is driven. The backfill material shall meet current KDOT plans and specifications.
Consideration could also be given to using the empty pre-drill hole currently recommended
by KDOT for piles behind an MSE wall at the abutment. Pre-drilled pile holes for XCSH are
somewhat different than the conventional bid item of that name, in that they do not
necessarily take place in rock, and they typically do not take place at the bottom of the pile,
but at the top. (As an aside, these two factors should cause these pre-drilled pile holes to be
more economical than conventional pre-drilled pile holes in rock). The design intent of these

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XCSH pre-drilled pile holes with backfill material is to move the equivalent point of fixity of
the pile down, so that the moments generated at the point of fixity in the pile from the
displacement happening above at the abutment, are reduced. Example A.1, provided in the
Appendix at the back of this report, provides a detailed analysis of such a check. For the
example (a D span configuration with a 44 roadway), in effect, a 16 depth to fixity is
needed below the abutment beam. If the project site geology will not allow the pile that
depth of fixity, then pre-drilled pile holes should be employed as appropriate.
Drilled shafts can be used at the abutments; however they must be designed to allow
shortening of the slab to occur without significant restraint. In cases where the subsurface
rock/shale is very near the bottom of the abutment beam, integral abutment design on pile
foundations, even with pre-drilled holes, is not a practical solution. The superstructure slab,
in such instances, must be independently supported on the abutment beam using
expansion bearing devices and a backwall at the abutment (Fig. A.1 - Appendix).
Alternatively, a semi-integral abutment could be employed. Either design is beyond the
scope of this manual and should be performed entirely by the designer.
2. Pier Design
The design of the pier is similar to the substructure design of the abutment. However, the
requirement of shortening of the superstructure at the pier is much lower than that at the
abutment (about 60 percent less), due to the piers close proximity to the point of no
movement.
The connection between the superstructure slab and the top of the pier must be designed to
not transfer any moment between the superstructure and the pier in the longitudinal
direction, providing essentially a pinned connection, in order to allow the free movement of
the superstructure. The standards provide a plan detail for a sample wall type pier showing
a typical connection detail between the slab and the pier beam. This consists of the single
row of piling stopping short of the top of wall, and an X bar reinforcing connection from the
top of wall to bottom of superstructure. Such a connection succeeds in providing a pinned
connection between the superstructure and substructure.
However, when a single row of columns are used, the primary column reinforcement can be
extended into the slab for the minimum embedment length required as per the code. Stop
the web walls between the columns, 1 ft below the bottom of the slab. For moderate to
large column spacing, many XCSH bridges have been constructed with a separate pier cap,
sitting immediately below the superstructure. This separate pier cap is conservatively
designed to accommodate all the flexural and shear loadings (neglecting the superstructure
above). More importantly, the connection between the separate pier cap and the
superstructure again consists of X bar reinforcing, to achieve a pinned connection.
Pre-drilled pile holes may be required when hard subsurface soil conditions are encountered
very close to the bottom of the pier wall or the footing (within 7 ft) as per the discussion
above in the case of the abutment design.
Drilled shafts can be used at the piers; however, they must be designed to take into
consideration the forces due to deformations of the slab.

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In summary, the procedure for the design of the substructure in the XCSH is not greatly
different than that for RCSH, except for considering the magnitude of deformations that
occur in the slab as a result of post-tensioning. This is usually more of a concern at the
abutment than at the pier.
II.5 Bridge Rail

The standard plan details have taken into consideration the use of a Kansas corral rail
system. It is imperative to use the spacing of the rail posts and the special reinforcing as
shown on the XCSH standard plans in order to avoid conflicts of the post reinforcing steel
with the post-tensioning. Any changes to the post spacing must result in a re-evaluation of
conflicts, both between the post reinforcing and the longitudinal P/T, and the new locations
of the transverse P/T with the longitudinal P/T.
The use of Type F4 concrete barrier will require further investigation to check potential
conflicts with both transverse and longitudinal post-tensioning hardware. XCSH bridges
have been successfully constructed with Type F4 concrete barriers. In any event, the profile
of the longitudinal PT tendons should not change from the values shown in the plans.
II.6 Bridge Approach Slabs

The standard abutment details include provision for the support of a concrete approach slab.
KDOT recommends the use of the approach pavement rest detail even if approach
pavement is not used (as in the case of rural dirt roads) for sake of uniformity in construction
as well as for a future paving option. When required, use the KDOT standard approach slab
details.
II.7 Bridge Skews
The current scope of the XCSH standards does not include standard details for skews;
however an example is given for reference. XCSH bridges with skews are possible; up to
30 degrees have been built in the past. The structural design of the slab itself is not
expected to change for the skew. However, the layout of the transverse post-tensioning and
the corral rail post spacing will require modifications to the standard details to accommodate
skews.
This manual may be upgraded to include provisions for skews, depending on future needs.
II.8 Curved Bridges
The plan standards do not include consideration for bridges on curves. Curves with very
large radius should be feasible with required modifications of the standard plan details (e.g.,
the bridge could be designed slightly wider, still as a rectangle, and the post-tensioning
would remain on a tangent). Horizontally curved tendons exert lateral forces on the

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surrounding concrete, which must be accounted for in the design.

required in the design of horizontally curved tendons.
Extreme caution is
II.9 Multi-Span XCSH

The scope of these standards is limited to a three (3) span configuration of XCSH. In
general, a single unit P/T slab bridge could conceivably have a thermal unit length in excess
of what is given in these standards. However, concepts and details to add additional interior
spans need further investigation. At this point in time, it appears the limiting thermal unit
length is dictated by the amount of allowable pile displacement taking place at the integral
abutments.
II.10 Future Widening of XCSH
It may be possible to widen existing XCSH bridges, but this is a complex procedure
requiring detailed thought and inspection. Removal of concrete and/or P/T in a bridge can
damage the entire superstructure if not done properly. In some cases, it may be simpler to
build an adjacent structure with a longitudinal joint, in order to avoid removing any of the
existing XCSH.

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III. PLAN PREPARATION

III.1 General
All standards are prepared in English units. All drawings are prepared in Microstation (.dgn)
format using the KDOT CADD graphics standards for bridge plans and standard sheets.
It is imperative that the designers of XCSH are thoroughly familiar with the design theory
and procedures as outlined in Section II prior to preparing construction plans, specifications
and cost estimates. The designers are urged to read this entire manual prior to the design
and plan preparation of XCSH.
III.2 Standard Format

The standard drawings are categorized in three (3) groups.
Group I contains standards that are basically fully complete requiring only information
regarding elevations, concrete type, designer notes, project number, title, sheet numbers,
date, etc.
Group II are standards that are mostly complete except for requiring additional design
information to be filled in such as quantities, project specific notes, substructure bar list and
bending diagrams, etc., primarily due to specific site conditions and pier design.
Group III consists of sample plans that can be used as examples by the designer to
develop the required sheets, specific to the site conditions.
The designer is responsible to check all sheets, regardless of category, for accuracy and
requirements as per applicable specifications, standards and site conditions for loads,
geometry and function.
Group
I
Sheet Title
Abutment Details I
Abutment Details II
Slab Details I
Slab Details II
Post-tensioning Details I
Post-tensioning Details II
Grouting Sequence & Post-tensioning Notes
Post-tensioning Data & Construction Sequence
Spacer Frame Details
II
General Notes & Quantities

Bill of Reinforcing Steel & Bending Diagrams
III
Pier Details

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All sheets from Groups I, II & III are required in the plans for XCSH application without any
exception. In addition, the following sheets are required in the plans for any XCSH bridge
design:
Slab Elevations
Contour Map
Construction Layout
Engineering Geology
Abutment Strip Drain
Corral Rail Details
Bridge Excavation
Supports & Spacers for Reinforcing Steel
Standard Pile Details
The rail detail sheet, which is an existing KDOT base sheet, will require a special detail
inclusion as shown on the Post-tensioning Details II sheet. The designer should reference
both the Post-tensioning Details sheets and the Post-tensioning Data & Construction
Sequence sheet for proper post spacing and reinforcing.
The designer must thoroughly familiarize oneself regarding the details on the standards in
Group I so all other sheets will have information and details consistent with and as required
by the sheets in Group I.
III.3 Sheet Indexing System
The sheets are indexed by span arrangement and roadway width. The following system is
used to designate the span arrangement:
Spans
Designation
50 ft 65 ft 50 ft
55 ft 72 ft 55 ft
62 ft 82 ft 62 ft
71 ft 92 ft 71 ft
A
B
C
D
The sheets are indexed with span designation followed by the roadway width and an
abbreviated title of the sheet. Thus,
D44SS2.dgn refers to Slab Details II for 44 ft roadway in a 71 ft 92 ft 71 ft span (D)
arrangement. A list of abbreviated titles for the standards is shown below:
Sheet Title
Sheet Designation
General Notes & Quantities

Abutment Details I
Abutment Details II
Pier Details
Slab Details I
KDOT B id

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Slab Details II
Post-tensioning Details I
Post-tensioning Details II
Grouting Sequence & Post-tensioning Notes
Post-tensioning Data & Const. Sequence
Bill of Reinf. Steel & Bending Diagram
Spacer Frame Details
*SS2.dgn
*PTD1.dgn
*PTD2.dgn
*PTN1.dgn
*PTN2.dgn
*BAR1.dgn
*BAR2.dgn
Note: KDOT may have revised the sheet designations to match their latest CADD standards
and naming conventions. Use KDOT latest naming conventions for sheet labeling.
III.4 Step-by-step Plan Preparation Procedure
Step 1: Determination of Sheet Designation
Determine the span arrangement (A through D) and roadway width (28 ft through 44 ft). For
example, the designation for 62 ft 82 ft 62 ft spans with 40 ft roadway would be C40.
Step 2: Obtain Standards for Groups I, II and III.
Obtain all CADD plan standards for the designation determined in step 1 (ex. C40) for
Groups I, II and III as outlined in Section III.3.
Step 3: Abutment Design and Details (Group I)
Based on subsurface soil conditions as noted in Sections II.4, check if the standard pile bent
type abutment design and plan standards can be used. If not, perform the abutment design
as per the procedure outlined in Section II.4 for the loads specified on the standard
abutment sheets as well as AASHTO specifications. Use the example in the Appendix as a
guide, if necessary. If non-standard abutment design is performed, use the format of the
standard abutment plans to prepare the plans for the non-standard abutment design. In
most circumstances, the standard abutment design should be satisfactory. However, note
the standard abutment design and details are for Steel H Piles only. The designer should
use appropriate pile type, size and number as needed by the site geology and check the
design as required.
x
Check to see if pre-drilled pile holes are necessary as per Section II.4.
Step 4: Pier Design and Details (Group III)

Based on subsurface soil conditions as noted in Section II.4, design the piers following the
procedure outlined in Section II.4 for the vertical loads specified on the Sample Pier sheet
as well as all other loads specified in AASHTO. The following pier types are most common:
Wall type pier only the height of the wall, as per site conditions, needs to be adjusted.
Modify the example details and loads for the changed wall height.

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Single row of columns on drilled shafts or spread footings (founded either on rock/shale or
pile group) need to be designed following the procedures outlined in Section II.4.
Use the format of the sample plan detail sheet to prepare the actual pier detail sheet.
x
Check to see if pre-drilled pile holes are necessary as per Section II.4.
Make sure the connection between the superstructure slab and the pier beam is a
pinned type connection as shown on the sample pier detail sheet for a wall type pier.
Step 5: Traffic Rail Details (KDOT Standard)

Download the appropriate Kansas corral rail base sheets from the existing KDOT standards
library. Use the post spacing shown on Post-tensioning Details I sheet. Include the special
post bar detail from the Post-tensioning Details II sheet, if applicable. Reference the PostTensioning Data & Construction Sequence sheet for special rebar locations.
Step 6: Bill of Reinforcing and Bending Diagrams (Group II)
Modify the standard sheet to revise/include rebars from re-designed abutment detail
sheet(s) if applicable, pier detail sheet(s), and the rail detail sheet.
Step 7: General Notes and Quantities (Group II)
Compute the quantities for items left blank on the bridge quantity tabulation. Complete the
sheet listing on the bridge index of sheet table. Review and modify the general notes as per
site conditions and other related design items. Complete design pile / footing load
information.
Step 8: Construction Layout (Group III)
Prepare Construction Layout sheet similar to any other bridge.
Step 9: Slab Elevation Sheet
Calculate elevations required of the Engineer, similar to that which is required for RCSH
bridges. Note: camber for XCSH bridges is negative, and care must be exercised to
correctly calculate the slab elevations. Negative camber indicates that the slab form
needs to set lower than the finished bottom soffit taking into considerations deflections and
camber due to the uplift that will take place from the P/T forces. It is recommended that an
engineer review and approve the slab elevation sheet prior to concrete placement. This
standard sheet should provide an important reference for the Contractors Surveyor on the
project.
Step 10: Typical Plan Sheets
Include other typical plan and standard sheets. This includes, but is not limited to the:
Approach Pavement Details, Contour Map, Engineering Geology, Abutment Strip Drain,
Bridge Excavation, Bar Supports, and Standard Pile Details.
KDOT B id

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Step 11: QA/QC

Check all plan details, quantities and notes on Group I and II plan standard sheets as well
as all other sheets modified or added to the plans for the given project.
Please note that it is the responsibility of the designer to check the design of all predesigned components of the plan standards used in the given project, as to its suitability for
site conditions in terms of structural and functional design criteria. Such procedures shall be
done in accordance with all applicable specifications of AASHTO and KDOT.

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IV. SPECIFICATIONS
IV.1 General
The Contract Documents for the post-tensioning work shall be as stated on the plans and
any Project Specifications. There should be consistency between the information shown on
the plans and any Project Specifications that may be used by the designer.
See KDOT Specifications, Post-tensioning (Haunched Slab Bridges), Section 716, and
subsequent Special Provisions. Note that the Sika Grout 300PT will not be allowed due to
recent discovery of chloride presence.

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V. COST ESTIMATE
V.1 Unit Price
The Contract Unit Price for all post-tensioning work is set as Lbs of strand weight, including
longitudinal and transverse strands. Limits and method for calculating strand weights, as
well as a breakdown of the transverse and longitudinal weights, is shown for information
only on the General Notes sheet. The Unit Prices for other work in the bridge project shall
be as per the Specifications, and is similar to what is done for RCSH.
V.2 Estimating Unit Prices
The plan shows approximate quantity of the TOTAL prestressing strand weight. Based on
XCSH bridges built in Kansas since 1989, the following information is presented for certain
items that are affected by post-tensioning:
Item
Unit
Concrete, Grade 5.0 (AE) ( * )

Post-Tensioning
Cu. Yds.
Lbs.
* See Bridge Manual for aggregate type. Note: PB aggregate is intended for prestressed
girder bridges and not for XCSH.
Unit prices for bridge items should be estimated using similar assumptions as for any other
similar type of bridge and location.

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VI. CONSTRUCTION INSPECTION REQUIREMENTS

VI.1 General
The construction of XCSH is similar to RCSH construction in many ways. The significant
differences are as follows:
x
Pre-drilled pile holes may be required more often at the abutments for XCSH than for
conventional RCSH.
The top of wall type pier is not monolithic with the superstructure slab in a XCSH. The
reinforcement, projecting above the top of the pier beam, is crossed into the
superstructure slab to provide a pinned connection. Additionally, a Type B expansion
joint material is placed on top of the pier beam along the edges to allow rotation of the
superstructure slab.
The superstructure formwork design and construction may require special

considerations due to the longer span applications, not typically encountered for
conventional RCSH. Also, the camber on a XCSH bridge is negative (opposite of a
RCSH bridge).
The placement of P/T tendons and the varying slab depth will require significant control,
precision, and care. The longitudinal duct profile and the slab depth are critical. The
ducts must be sealed properly to prevent the entrance of concrete.
The conflict between P/T tendons and mild steel reinforcement in the slab, even though
checked carefully in the plan preparation, may require some trouble shooting in the
field. Post-tensioning ducts always have precedence over mild steel reinforcement, and
longitudinal P/T has precedence over transverse P/T. As per the plans, adjust the
location of the transverse P/T up or down to avoid conflicts with the longitudinal P/T, but
this adjustment should be minimized to make sure eccentricity from the transverse P/T
does not introduce tension into the slab.
The slab concrete requires higher concrete strength than conventional RCSH. Additives
such as a superplasticizer may be required to increase workability. Note, it is desirable
to minimize shrinkage, and superplasticizers sometimes increase the rate of shrinkage.
Extra care is required to make sure the ducts are not dislocated during concrete
placement. Concrete consolidation is critical, especially in congested areas, such as at
the abutments near the end anchorage.
The timeliness and the manner required for concrete testing are critical due to the
requirements of stressing operations.
Extreme caution and complete compliance with safety procedures are required during
stressing operations.

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The grouting process is a unique component of post-tensioning and has received the
most attention in recent times due to issues related to grouting of other P/T structure
types. The grout material used is critical and must meet KDOT Specifications. As per
the Contract documents, an ASBI Certified Grouting Technician is required to supervise
all grouting operations on the bridge. It is important for the Contractor and Inspector to
realize that the intent of the grouting operation is to fully encapsulate the P/T tendons,
both for the protection of the tendons from chloride attack, and for the continuous
bonding of the tendons to the slab. The grouting process should result in zero non-grout
voids (i.e., no pockets of air or water should remain in the ducts after the grouting
operation).
Slab forms must be left in place as stated on the plans, at least until after all stressing
and grouting operations are complete.
Protecting all exposed end anchorages and filling the anchor recesses, after grouting,
are important finish items.
In general, the construction of XCSH, though not more complex than any other type of
bridge, does require more care than most conventional concrete bridges in terms of
sequence, precision and safety.
The information presented in this section is intended to assist the Owners representative to
conduct a proper inspection of XCSH construction. It is not intended to release the
Contractor or the Inspectors from the responsibilities of carrying out the project as per Plans
and Specifications, nor does this information represent all procedures required in the
construction of the project.
VI.2 Checklist for Construction Inspection

The check list for XCSH must include all items common to any bridge construction. The
following is a list of items of particular importance to XCSH.
1. Pre-Construction Submittals
A. Check shop drawings and other submittals by P/T Manufacturer, especially the following:
a. Duct profile to conform to the plan specified center of gravity (cg) of the tendons
b. Spacer frame dimensions to conform to the duct profile submitted by the P/T
Manufacturer
c. P/T End Anchorage assembly local zone design calculations, testing certifications,
and dimensions to fit within the concrete slab
d. Duct size conforms to plan specifications
e. Elongations and stressing procedures
f. Review Manufacturers instruction to Contractor regarding the protection of the
strands
g. Review slab form work drawings and design calculations
h. Review all testing certificates furnished by the P/T Manufacturer

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B. Check shop drawing for Spacer Frames; the plan dimensions are based on the design
profile and the assumed duct size. If duct sizes are different from plan dimensions and if
approved by the Engineer, have the Contractor revise and re-submit Spacer Frame
dimensions to match the approved duct size and profile.
C. Review the slab concrete mix and placement procedure submitted by the Contractor.
D. Review the slab curing procedure submitted by the Contractor.
E. Review all concrete testing procedures submitted by the Contractor.
F. Review grout mix and placement procedure submitted by the Contractor.
2. Piles
A. Check the requirements for pre-drilled pile holes.
B. Check the orientation of the piles.
3. Piers
A. For wall type pier, check the rebar connecting the pier beam to the slab; it must cross at
the top of pier beam and the exposed portion must be protected until the slab concrete is
placed.
B. For wall type pier, Type B expansion joint material must be placed on the top of the pier
beam as shown on the plans.
4. Slab Form
A. Check the slab depths at spacer frame locations and at the faces of abutments and piers
along the center line and the edges of the roadway. Check the tolerance for slab depth
as per the plans.
B. Check the form soffit for camber, especially for negative camber as per the plans.
Adjust plan camber if long span beams are used to support the forms.
C. Check the dimensions of the recesses in the forms for the P/T anchors.
D. Record elevations on the Slab Elevations sheet.
5. P/T Ducts
A. Check longitudinal duct size, spacing, duct profiles at spacer frame locations and at the
center line of abutments and piers. Check the tolerance for duct placement in the
horizontal and vertical directions. Make sure that the longitudinal ducts are laid out in a
straight line and follow a smooth parabolic profile. Snaking of the profile should not be
allowed.
KDOT B id

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B. Check transverse duct size, spacing and profile at the edges of the slab and at the
center line of the roadway. The transverse duct spacing is critical to avoid interference
with rail posts.
C. Check the splices and connections in the ducts to make certain they are sealed to
prevent the entrance of concrete during placement.
D. Check to make sure that the minimum clearances to concrete surfaces from the ducts
are provided near mid-spans and piers as shown on the plans.
E. Check to make sure that the P/T Ducts and mild steel reinforcement are tied securely to
prevent displacement during concrete placement. It is critical that the longitudinal ducts
do not shift during concrete placement.
F. Check to make sure that all parts of the ducts are corrosion protected as per the plans.
6. P/T End Anchorage
A. Check the type of anchor device installed and special reinforcing such as spirals and
grids in the local zone of the end zone. Make sure that spiral and local zone
reinforcement is securely tied in place prior to concrete placement.
B. Check to make sure parts of anchor devices are corrosion protected, as per the plans.
7. General End Zone Reinforcing
A. Check the proper installation of the general end-zone reinforcing in the abutment
consisting of closely spaced stirrups, O bars and L bars as per the plans.
8. Inspection by P/T Manufacturer
A. Prior to the placement of concrete in the slab, check to verify for the inspection and the
approval of all P/T hardware and end-zone reinforcing installation by a qualified
representative of the P/T Manufacturer. Such inspection must be done in the company
of the KDOT inspector and the Contractor.
9. Slab Concrete Placement
A. Verify appropriate strength (5 ksi) concrete (with superplasticizer, as applicable) is
delivered for the slab, capable of attaining specified release strengths.
B. Verify the slab concrete is thoroughly vibrated around the ducts.
C. Verify the test samples are taken and kept on site to accurately represent the strength of
concrete at site conditions.
D. Alert the Contractor to place concrete in a manner to avoid direct impact to the ducts or
displacement of the ducts during all concrete placement, vibration, and screeding
operations.
KDOT B id

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10. Slab Concrete Curing

A. Check that the curing process is followed by the Contractor as per Standard
Specifications.
B. Check the testing of the concrete cylinders at days noted on plans for the purposes of
stressing the slab.
11. Installation of Strands
A. Check the condition of strands prior to installation. Check for rust and damage.
B. Make certain that the strands are installed as soon as possible after the concrete is
placed since stressing can commence within days after concrete placement. It is
desirable to begin transverse stressing operations as soon as the notes on the Plans
and the Project Specifications allow.
C. Check the number of strands in each tendon.
D. Check to make sure adequate strand length is provided beyond the anchor plates for the
stressing operation.
12. Stressing Operation
A. Check the calibration of the jacks used for stressing.
B. Check to make sure a qualified representative of the P/T Manufacturer is present
throughout the stressing operation to assist the Contractor.
C. Check to verify the attainment of the required concrete strengths prior to stressing.
D. Check that the proper stressing sequence is followed.
E. Check to verify proper record keeping procedures are followed during stressing by the
Contractor.
F. Check to verify the approval of the stressing completion by the P/T Manufacturers
Engineer and KDOT Engineer prior to cutting off excess strands.
13. Grouting Operation
A. Check the readiness of the proper grouting equipment and materials prior to grouting.
B. Check to make certain that the ducts are grouted in full by observing the flows through
the vent pipes and gage pressure.
C. Check the grout type and material specifications prior to grouting operation.

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D. Check the grout material and type that will be used for the recess pockets. It is critical to
use an approved material as specified on the plans.
14. Form Work Removal
A. Removal of slab forms shall be in accordance with the plans. In any event, check to
make sure the slab forms are not removed until after all stressing and grouting
operations are complete.
15. Finishing
A. Check to make sure exposed anchor devices and recess pockets are cleaned of all
debris, grout and other material.
B. Check the corrosion protection applied to all exposed anchor devices after grouting is
complete.
C. Check to ensure that the exposed surfaces of the recess pockets are appropriately
prepared for filling with material as per the plans and specifications.
D. Check to ensure all recess pockets (transverse and longitudinal) are filled with an
approved material per the post-tensioning specifications, and the appropriate surface
treatment waterproofing membrane is applied on required surfaces (see plans and
specifications). Recess pockets should be filled thoroughly and finished smooth and
flush with the adjacent concrete surface.
E. Check to verify all stressing record documents are properly completed and signed by the
P/T Manufacturers Engineer.

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VII. LESSONS LEARNED

Post-tensioned Concrete Haunched Slab Bridges have been in use in Kansas since 1989.
Based on monitoring and inspecting many bridges that were built for the past two decades
throughout the state, Issues have been identified to improve the durability and performance
of these kinds of bridges. Some of these issues are discussed in detail below.
VII.1 Transverse Pockets
On many bridges, the grout fill material of the transverse tendons is breaking apart and
cracking as shown in the photos below. This issue has been observed on bridges that are
located on routes that are treated for salt during inclement weather. The breaking of the fill
material appears to be a localized material issue and does not affect the structural
performance of the bridge; however the defect is highly visible and often unsightly.
The pockets on the edge of the slab for transverse post-tensioning are exposed and visible
elements. The primary importance for these pockets is that they must be filled with a
material that is capable of providing protection for the end anchorage of the post-tensioning
assembly. Such a material serves as a line of defense in preventing chloride access to the
assembly and reducing corrosion potential. Of secondary importance, these pockets should
blend in with the adjacent concrete for aesthetic purposes. Although perhaps not an issue in
rural environments, and at many stream crossings, these pockets should not be unsightly in
urban environments. Currently KDOTs Specifications for Recess Pocket Filling read: Fill all
longitudinal and transverse end anchorage recess pockets as shown in the Contract
Documents. Apply an approved epoxy resin bonding agent according to the manufacturer
prior to placing an approved non-shrink, non-metallic grout. Apply grout according to the
grout manufacturers instructions. Finish the outside exposed surfaces of the recess pockets
smooth and flush with the surrounding concrete surface. Select grout to match the color of
the surrounding concrete slab.
KDOT B id

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It is believed that the current specifications succeed in achieving their primary objective:
protecting the transverse anchorage assemblies. Potential ways to improve the secondary,
aesthetic issue include:
1. The use of an approved epoxy system that will not break or deteriorate when in contact
with salt and water.
2. The use of an approved material such as Magnesium Ammonium Phosphate Concrete.
This material is widely used in Florida.
3. Applying a waterproofing membrane to serve as another layer of protection to the sides
of the slab.
4. Avoid drainage through the corral opening by applying a continuous curb with scuppers
to prevent drainage over the side. Drainage over the side is probably the primary attack
mechanism on the transverse anchorage. If needed, scuppers would have to be placed
carefully to avoid post-tensioning hardware.
VII.2 Longitudinal Shrinkage Cracks
Many post-tensioned haunched slabs bridges have shown hairline longitudinal cracks that
start over the pier and propagate longitudinally along the bridge. These hairline cracks
develop at the top of the slab only. It is believed that these cracks occur due to shrinkage
(specifically, drying shrinkage) of the concrete in the transverse direction.
Conventionally reinforced concrete slab bridges have shrinkage cracks in transverse and
longitudinal directions. It is believed that in the XCSH bridges the magnitude of the
longitudinal post-tensioning forces eliminates the shrinkage cracks in the transverse
direction. But not enough transverse post-tensioning is being applied to eliminate shrinkage
cracks in the longitudinal direction.

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Another suspected reason for these hairline longitudinal cracks is the lack of a mild steel
reinforcement mat over the longitudinal duct over the pier. It is believed that the hairline
crack starts over the pier before it grows through the slab. The longitudinal duct is located
very close to the top of the slab with the 3 minimum cover. This in turns prevents adding
mild steel over the duct near the pier.
Although the top slab shrinkage cracks in the longitudinal direction should be taken
seriously, it is not believed they are a critical danger to the structural integrity of the XCSH
Bridge. That being established, following are possible approaches to this problem:
1. Provide wire mesh reinforcement over the duct near the pier so that the longitudinal duct
is completely confined. Adding the wire mesh will not encroach much on the 3 minimum
cover. The use of #3 bars in the mesh should be adequate.
2. Increase amount of top mat transverse mild steel in order to minimize shrinkage cracks
in the longitudinal direction. Increasing the amount of mild steel may aid in reducing the
amount of shrinkage. Currently the standards call for #4 at 12 centers, except at the
piers, where #4 @ 6 centers is called for. #5 at 6 centers could be used everywhere,
also aiding as a work platform prior to concrete pour. It should be noted that ACI SP227-1 may indicate a stiffer mild steel top mat compared to the bottom mat may actually
be counter-effective.
3. Increase amount of transverse post-tensioning. Increasing the transverse posttensioning would not reduce shrinkage, but could eliminate shrinkage cracks. Currently,
the compressive stress due to the transverse tendons is about 100 psi. Doubling up on
this stress value will be beneficial and will control any potential cracks that may develop.
4. Apply an overlay to seal the cracks after they develop. Because the shrinkage cracks do
not pose a critical threat to the structural performance of a XCSH bridges and because
shrinkage cracks are tolerated on a RCSH bridge where they are more extensive in
nature, a viable alternative is to live with the problem. Additionally, the cracks in the slab
could be sealed after they develop. This would involve waiting many years for full crack
development and then sealing them with KDOTs multi-layer polymer overlay, or
something similar.

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APPENDIX

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Example A.1
Check capacity of the steel H-piles in the abutment for a 71 ft 92 ft 71 ft Post-tensioned
Concrete Haunched Slab span bridge, 44 ft roadway subject to HL-93 Live Loading and 25
psf future wearing surface load. Pile orientation is such that the weak axis resists
longitudinal forces.
1. Permanent Vertical Loads:

Permanent Vertical Loads
Vertical Loading
Abutment Rxn (kip)
DC: Slab, Barriers, Abutment
466
DW: FWS
27
PS: Secondary
40
CR+SH: Creep and Shrinkage
-6
Summation (Service I):
528
2. Live Loads: (HL-93, No Impact)

One Lane Reaction at Abutment = 80 kip
Maximum live load on a single pile results from two lanes shifted to one side of the bridge
Therefore, Number of Design Lanes = 2 ; Multiple Lane factor = 100 %
* = 80 , 2 100% - / = 160 ,
-7 = 160 , :

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44<
6 12
<
> = 1,760,

2
2
2
2
Bridge Section
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Design Manual
! =
A
#CDEFG
HICDEF
J (ICDEF L )
(NSOPQ(RV#')(WN#')
NOP Q(R
+
S R(T"U
NXSW#' L
= 50 ,
3. Lateral Loads:
During the analysis, a relative stiffness comparison was conducted. It was found that the
longitudinal and lateral stiffness of the abutments versus piers equaled 1:9, therefore the
following ratio will be used to determine lateral load sharing between abutments and piers:
YZ7 / = /
YZ
1
=/
= 5% /
[! + [YZ
92+12
External longitudinal loads such as Braking, Longitudinal Wind on Structure, and

Longitudinal Wind on Vehicles have conservatively been assumed to produce pile forces.
This is a conservative approach, as any significant displacement caused by these forces is
resisted by soil pressure at the integral abutments.
It should also be noted that for transverse external forces, such as Transverse Wind on
Structure, and Transverse Wind on Vehicles, the point of load application occurs at a certain
height above the piles. Due to this, a couple is resisted vertically among the piles. This
force is negligible for these calculations, and has been omitted for clarity.
Displaced shapes of the structure will differ for certain loads. Magnitudes of this
displacement will also differ at the top of slab versus top of pile. The following shapes are
witnessed for the following loads:
Longitudinal Displacement Shapes

For this investigation, all piles are assumed to behave as cantilevers, with a pinned
connection at the base of the integral abutment stem wall. This is assumed for longitudinal
and transverse forces.
3a. Wind Pressure on Structure (WS):
\ () = 5 ()
]^(_`_Tb_c = 12

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]^(_`_'de_U = 50
fTb_c = 5% (71 2 + 92) 5 0.012, = 0.7 ,
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Design Manual
f'de_U = fTb_c
50
= 2.9 ,
12
fTb_c_gbg = fTb_c 16 = 11,

; f'de_U_gbg = f'de_U 16 = 47,

3b. Wind Pressure on Vehicles (WL):
h^(_`_T()"_Tb_c = 40
h^(_`_T()"_'de_U = 100
f Tb_c = 5% (71 2 + 92) 0.04, = 0.5 ,
f 'de_U = f Tb_c
100
= 1.2 ,
40
f Tb_c_gbg = f Tb_c 16 = 8,

; f 'de_U_gbg = f 'de_U 16 = 19,

3c. Vertical Wind Pressure (WS for Strength III Load Combination):
!iRT(#' = 0.02, (71 35%) 46 = 23,
46
= 263 ,

-b)"d'id_ = !iRT(#'
4
!R(T" =
!iRT(#' -b)"d'id_ R(T"
#R(T"U
[ (R(T" W )
23, (263,
) 21
=
7
1372 W
=S.XQ(R ('"_U(b_)
kP.jQ(R ($bgRd"UU(b_)
3d. Braking Force (BR):

lT"_c'm = 71 + 92 + 71 = 234 ; !'di$Q = 72, ; hTe_" = 0.640,
lTb_c_#bd$" = 5% 3 0.85 max{25< % !'di$Q , 5% <p!'di$Q + lT"_c'm hTe_" qr
= 2.3,
lTb_c_gbg = lTb_cstuvF 16 = 37,

3e. Longitudinal Forces due to Imposed Displacements:
As indicated at the beginning of this section, longitudinal pile displacements also occur due
to the following loads: DC, DW, PS, CR, SH, & TU. These are a result of imposed
displacements at the top of the pile, and are presented in the following section. For the
shallow depth abutment on single row of piles, the steel pile is assumed to be pinned at the
top of the abutment and fixed at 16 ft below the bottom of the bridge seat. Therefore
moments in the pile can be calculated assuming the stiffness of a cantilever:
,$e_'(T")"d =
3 3 29,000, 127X 7

,
=
= 10.9
X

(16 12)X
KDOT B id

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20
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-$e_'(T")"d_weU" = ,$e_'(T")"d yR(T" $e_'(T")"d

Rotations are also given in the proceeding section at the top of slab. If displacements are
desired at the top of slab, this rotation should be multiplied by the integral stem wall height
and subtracted from the displacement at the top of pile. Examples are as follows:
yz|}~_e'_'bR_b#_UTew = 1.29
0.0045 6
yA}_e'_'bR_b#_UTew = 0.96
0.009 :6
y _e'_'bR_b#_UTew = 0.38
0.00 :6
NW(_
N#'
= 0.97
12
> = 0.31
1
12
> = 0.38
1
4. Pile Capacity Check:

AASHTO LRFD is used to combine load effects and check strength capacity of the piles.
The assumed pile is an HP12x53, with minimum yield strength of 50ksi. The following steps
will be followed to check capacity:
x
Use factored load combinations to determine pile demand (Article 3.4.1-Load Factors
and Load Combinations).
Magnify moments as appropriate due to lateral
displacements.
Calculate pile capacities for axial, weak axis bending, and strong axis bending
(Articles 6.9.4.2, 6.12.2.2, and 6.10.8.2, respectively). Also see Article 10.7.3.13 for
fully embedded piles.
Check capacity interaction values per Article 6.9.2.2-Combined Axial Compression

and Flexure.
The table below provides a summary of pile capacities:

Pile Capacity Table
Nominal
Capacity
Resistance Factored
Factor
Resistance
Axial (k)
767
0.7
537
Weak Axis Bending (kip-ft)
114
1.0
114
Strong Axis Bending (kip-ft)
222
1.0
222
Interaction values for the piles use the following formula:

-i_Tb_c -i_'de_U
!i
!i
!i 8 -i_Tb_c
-i_'de_U
< 0.2, \
+
+
1.0,
+
+
1.0
!d
2!d -d_^"eQ -d_U'db_c
!d 9 -d_^"eQ -d_U'db_c
\ !d -d = /

The table below summarizes demands on a single pile and corresponding interaction values
for the AASHTO LRFD Strength Load Combinations. Longitudinal moments have been
presented both unmagnified and magnified. Due to the confining nature of the integral

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abutment, magnified moments have simply been taken as the longitudinal displacement
multiplied by the factored axial force.
Pile Demand and
Interaction Table
Str I
Str I
(min) (max)
Str III
(min)
Str III Str V Str V

(max) (min) (max)
Pu (k)
-152
-181
-66
-96
-132
-161
'xu (top of pile) (inch)
2.50
2.33
2.34
2.16
2.51
2.33
Mu long (unmagnified) (k-ft)
-52
-47
-59
-55
-55
-50
Mu trans (k-ft)
Mom. Mag. (Pu * 'xu) (k-ft)
-32
-35
-13
-17
-28
-31
Mu long (magnified) (k-ft)
-83
-82
-72
-72
-82
-81
Interaction Value
0.93
0.98
0.73
0.76
0.91
0.96
The axial capacity of the pile, without bending is also checked per AASHTO LRFD Article
6.15.2, for pile damage and other unknowns occurring due to driving.
!d_ge = $_`egec"` !_ = 0.50 767, = 383,
The maximum factored axial load on the pile is 181kips, therefore this is satisfied. Pile
drivability shall also be checked according to Article 10.7.8 - Drivability Analysis.
Summary
The procedure presented in this example is an approximate, simplified and practical
approach for most commonly encountered soil conditions consisting of well drained and
predominantly granular type soil. In the event complex soil conditions are encountered,
such as highly plastic clay, etc., a detailed geotechnical investigation and analysis of piles
for lateral loads by an experienced geotechnical professional might be warranted. The
choice of the approximate method or a detailed geotechnical analysis using more advanced
methods of analysis should be made by the professional engineer in charge of the design of
the bridge based on site conditions and choice of substructure design. The above example
is presented to illustrate the concept for checking substructure capacity when posttensioning of the superstructure is involved.

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Table A.1
Movement of the Slab at Abutments
XCSH Information
Top of Slab Displacements
Span
Depth
(min)
(in)
Depth
(max)
(in)
Total
Length
(ft)
CR+SH
(in)
PS
(in)
TU
(in)
Total
(in)
17
29
165
0.66
0.18
0.27
1.11
18
31
182
0.71
0.19
0.29
1.19
20
35
206
0.91
0.26
0.33
1.51
22
38
234
0.97
0.31
0.38
1.66
Figure A.1
Integral Abutment in Hard Strata

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-40
6
0
-50
0
0
0
0
0
-1
PS
CR+SH
TU
*HL-93
BR
WS Long
WS Trans
WL Long
WL Trans
*WS Overturn
-8
-11
-37
-66
-226
-168
70
Long
Mom
(k-ft)
19
47
Trans
Mom
(k-ft)
* This loading is per pile, see prior calculations.
-27
-466
Axial
(k)
0.04
0.05
0.17
-0.04
0.38
1.29
0.96
-0.03
-0.40
'x
(inch)
-0.0005
0.0000
0.0045
0.0090
-0.0004
-0.0056
Phi
(slab)
(rads)
Loads at Fixity, Displacements at Top of Pile
DW
DC
LRFD Loads \
Force, Disp.
0.0
0.0
0.0
0.0
0.0
1.75
1.75
1.0
1.0
1.0
0.0
0.9
Str I
(min)
0.0
0.0
0.0
0.0
0.0
1.75
1.75
1.0
1.0
1.0
1.5
1.25
Str I
(max)
1.4
0.0
0.0
1.4
1.4
0.0
0.0
1.0
1.0
1.0
0.0
0.9
Str III
(min)
1.4
0.0
0.0
1.4
1.4
0.0
0.0
1.0
1.0
1.0
1.5
1.25
Str III
(max)
0.0
1.0
1.0
0.4
0.4
1.35
1.35
1.0
1.0
1.0
0.0
0.9
Str V
(min)
0.0
1.0
1.0
0.4
0.4
1.35
1.35
1.0
1.0
1.0
1.5
1.25
Str V
(max)
Load Combinations and Corresponding Load Factors
Table of Results from Analysis and Load Combinations for Abutment Piles (Results are summation of all piles in abutment)
4a. Presentation of Abutment Forces, Displacements, and Load Combinations:

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Design Manual
5.2 Prestressed Concrete

KDOT LRFD Prestressed Beam Design Guidelines Summary
Section Properties
For Strength Limit States use Article 5.7.2
For Fatigue and Services Limit States, use gross un-cracked and un-transformed sections
without reductions for reinforcement per Article 5.7.1
Composite sections use the effective flange = tributary slab width, Article 4.6.2.6
Concrete Stresses
LRFD Design Stress Limit, (ksi) at Service Limit States
Stage
Stresses, (ksi)
Article (s)
Initial Compression
* Initial Tension
0.60 f'ci
0.24 f c
0.60 f'c
Final Compression
Final Tension
Final Allowable Compression
with LL+1/2(Peff+DL)
0.0948 f c
0.40 f'c
5.9.4.1.1
5.9.4.1.2
5.9.4.2.1
5.9.4.2.2
5.9.4.2.1
0.45 f'c
5.9.4.2.1
Shipping & Handling Com0.60 f'c

pression
* Shipping & Handling
0.24 f c
Tension
* Where As is proportioned as stated in Article C.5.9.4.1.2
5.9.4.2.1
Final DL Compression
5.9.4.1.2
Properties
The coefficient of thermal expansion is a function of the aggregate material used; aggregate types
ranging from 3.0 - 9.0 x 10 -6/oF, with calcium carbonate aggregates on the low end and silica
aggregates on the high end. KDOT will use: Normal Weight Concrete = 6.0 x 10 -6/oF
Concrete Strength and Strand Usage
Use 0.5 in. 270 ksi strands for K2 and K3 with f'ci = 4 ksi and f'c= 5 ksi
Use 0.5 or 0.6 in. 270 ksi strands for K4 with up to f'ci = 5 ksi and f'c= 6 ksi
Use 0.6 in. 270 ksi strand for K6 with f'ci = 5 ksi and f'c= 6 ksi
Do not exceed f'c= 6 ksi
Note: Adjust f'ci in 0.10 ksi increments per span as needed, limit f'ci to 0.80 - 0.85 f'c
Calculation of Losses
Include elastic shortening per Article 5.9.5.2.3

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Use the Approximate Method for time dependant losses, Article 5.9.5.3; this calculated
value can be used as a lump sum for software which does not have the Approximate
Method available.
Diaphragms
Use temporary intermediate diaphragms for the following conditions
Up to 40 ft. spans: none are required
40-80 ft. spans: use at first and third quarter points
80 -120 ft. spans: use at first three quarter points
Greater than 120 ft. spans: use a special design
Temporary diaphragms are property of the contractor, to be removed from site
Use CIP diaphragms at all supports (detail per Bridge Design Manual)
Use CIP intermediate diaphragms when the structure is heavily skewed or splayed
Time to Continuity (Article 5.14.1.4.4)
KDOT assumes continuity is made at approximately 50 days; use this to calculate camber
The minimum beam age will be 28 days at the time of continuity
Restraint moments are not used in determining beam design moments
The CIP continuity diaphragm is considered partially effective per Article 5.14.1.4.5
Full continuity is assumed at interior supports for determining the required slab reinforcement at the Strength Limit State
Analysis (+M) regions
Beam self weight will be resisted by considering simply supported member conditions for
Service and Strength Combinations
Non-Composite DL will be resisted by considering simply supported member conditions for
Service and Strength Combinations
Composite DL will be resisted by considering simply supported member conditions for Service and Strength Combinations
Live Load and Dynamic Load will be resisted by considering simply supported member conditions for Service and Strength Limits States.
Analysis (-M) regions
Composite DL will be resisted by considering the members as continuous
Live Load and Dynamic Load (LL/IM) will be resisted by considering the members as continuous
As a minimum, reinforce the slab per Article(s) 5.7.3.2, 5.7.3.3 and 5.7.3.4
As a minimum, develop the slab reinforcing steel past the quarter point of the longest span,
in-lieu of Article 5.14.1.4.8, and then begin to stagger the bars to be cut-off
Strand Extension (Article 5.14.1.4.9a)
Provide positive restraint moment capacity at piers and abutments by extending strands a
minimum of 36 in. to resist 0.6*Mcr
As a minimum extend six strands; four on the bottom and two on the top
Confinement /Splitting (Article 5.10.10)
Do not exceed 3 in. spacing within the splitting zone defined as a region h/4 from the beam
end
Do not exceed 6 in. spacing within the distance of 1.5d for the confinement reinforcing steel

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Shear (Article 5.8.3)

Do not exceed 18 in. spacing, or exceed 6 in. change in spacing, or reduce the shear capacity
of the section by more the 50% at any cross-section along the member
5.2.1 General - Precast Prestressed Concrete I-Beam

Design precast prestressed concrete I-beams as a series of simple span beams in accordance with
AASHTO LRFD Bridge Design Specifications. Multiple span prestressed bridges shall be made
continuous over the intermediate supports. KDOT considers multi-span structures to have partially effective connections, as described in Article 5.14.1.4.5, and are considered to be continuous
for loads applied after continuity is established only for Strength Limit States. Beam section
properties will be based on un-cracked and un-transformed gross sections without reductions for
reinforcement.
Negative moment reinforcement in the slab will be proportioned for the effects of the continuous
composite dead load, live load and shall support a moment based on the Strength I Limit State.
For the negative moment regions, the members shall be assumed fully continuous with a constant
moment of inertia. The composite section properties shall be based on the slab thickness minus
in. for wear, on all deck slabs. Prestressed concrete bridges, up to 500 ft. in length, may be
designed monolithic with the piers and abutments; semi-integral abutments can be used to isolate
thermal movements.
The following is the order of evaluation that should be considered for prestressed beam strand
arrangements. First, use parallel prestressed strands when possible. Second, use debonded strands
to relieve compression in the bottom of the beam, near the end of the beam, for longer beams and/
or add additional strands to the top to resist tension on the top of the beam at release. Finally, if
parallel strands will not work for the length or required capacities, the bridge engineer should harp
the strands. Follow Table 1 for minimum length limits, (L) required for harped strands:
Table 5.2.1-1 Prestressed Beam Length Harp Criteria
Beam / Strand
K-2
K-3
K-4
K-6
Economic Range
40-60 ft.
50-70 ft.
60-100 ft.
90-120 ft.
E min 0.5 Strand Harp

19 in.
L > 30 ft
28 in.
L > 45 ft
35 in.
L > 55 ft
53 in.
N/A
0.6 Strand Harp

N/A
N/A
L > 65 ft
L > 100 ft
As shown in Table 1, consideration should be given to using only straight parallel strands on short
prestressed beams due to the high hold-down force required. Table 1 is based on using the minimum strand eccentricity from the geometry shown in Figures 1a-1d, adjusting strand eccentricities at beam ends can increase these controlling hold down forces. Use Appendix B PreStress
Harp Strand Force Calculator to verify hold down forces. Additional strands may be needed in
the top of the beam to limit tensile stresses in the top of the beam at transfer. Local prestressed

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manufactures have indicated that up to 8 strands can be added, in-lieu of harping, for a more economical beam. This is due to the costs associated to the hold down hardware and labor.
The harped strand hold-down points on prestressed beams shall normally be located at the 0.4 and
0.6 points. The vertical force required to deflect the strands downward in the beam shall be limited to 4 or 5 kip per strand and 38 or 45 kip per hold-down device for 0.5 and 0.6 in. strand
respectively. In certain instances, these values could be increased depending upon the type of
hold-down device used. The designer will verify the manufactures prestressed hardware information during shop plan review. Show the vertical uplift force per strand and the total uplift force
per hold down device Figure 5.2.15-4 K4 Beam Details (BR302a) within the design plans. For
beams with a single harp point, at the 0.5 point, the hold down force will be taken as having two
vertical components unlike the single vertical component from two harp points.
Debonding of strands in the end region of beams may be used to control excessive compressive
stresses due to the prestressing force. Strands may be debonded by encasing the strand in a plastic
sheath along a certain portion of the length; typically strands are debonded in 5ft increments. PCI
Journal (1981).
Do not debond strands which will be extended per Article 5.14.1.4.4.9a. In addition, the following
shall be incorporated in members where debonding is included:
Article 5.11.4.3 Partially Debonded Strands
Not more than 40% of the strands at one horizontal row will be debonded
Not more than 25% of the total strands can be debonded
The exterior strands of each horizontal row shall be fully bonded
Symmetric debonding about member centerline is required
Not more than 40% of the debonded strands, or four strands - which ever is greater - shall
have the debonding terminated at a section
Shear investigation shall be made in the regard to the reduced horizontal force
5.2.2 Design Loads

Noncomposite simple beam dead loads are loads that the beam supports prior to the time that
the slab concrete has cured. Generally, these loads include the weight of the beams, diaphragms, fillets, slab, and construction loads.
Composite dead loads are the loads that the beam and slab, acting as a composite section,
carry after the slab has been cured. These loads would include the weight of the curb, parapet, railing and the weight of the initial and/or future wearing surface.
5.2.3 Properties and Stresses

Prestressing Steel: Use seven-wire low-relaxation strands only.
Use 0.5 in. strand in K2, K3 and K4 Beams.
Use 0.6 in. strand in some K4 Beams on all K6 Beams.

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Consideration may also be given to using 0.6 inch strand on long K4 Beams to alleviate congestion. If 0.6 inch strand is used on one span of a bridge, then use 0.6 inch for all spans of that
bridge.
The fabricator will use 0.6 in hold down hardware whenever 0.6 strand is used.
design steel area (0.5 in. seven-wire strand) = 0.153 in2
design steel area (0.6 in. seven-wire strand) = 0.217 in2
Allowable strand stress is as follows:
fpu = 270 ksi tensile strength
fpy = 243 ksi yield strength
The modulus of elasticity for the strand is Es = 28,500 ksi
Jacking Load (0.5 in low-relaxation) = 0.75 fpu = 202.5 ksi (per Table 5.9.3-1)
= 31.0 kip/strand
Jacking Load (0.6 low-relaxation) = 0.75 fpu = 43.9 kip/strand
Initial Stress (fpt) = Jacking stress (fpj) - Initial losses
fpj = Jacking stress, ksi
pt = Stress in prestressing steel immediately after transfer, ksi
Initial losses = Elastic Shortening f pES
Note: Steel relaxation at transfer has been removed from the specification for the Approximate
Method, which KDOT uses to determine time dependent losses.
KDOT assumes strand release to be 18 hours. If a higher strength concrete is used, resulting in a
higher required initial strength, then the time to strand release may be increased. This would result
in higher initial steel relaxation losses, not accounted for by the current method used.
In general, the maximum initial effective stress is limited to:
fpe

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pt < 0.80py (194.4 ksi)
Intermediate Grade Reinforcing Steel:
fy
60 ksi yield stress
fs
24 ksi stress in mild reinforcement at

nominal flexural resistance
Cast-In-Place Concrete:
fc
4 ksi compressive strength @ 28 days
Prestressed Concrete Strength(s):

Prestressed concrete K-section I-beams should generally be designed for 5 ksi at 28-day concrete
strength. Using K-sections for span lengths greater than the recommended range may require
higher strength concrete. However, it may be more economical to increase the beam height in per
inch increments rather than to increase the concrete strength. Note, when the beam height is
increased the minimum distance (cover) to top strand remains the same at 3 in.
The 28 day strength (fc') shall be rounded to the nearest 0.250 ksi (5 ksi, 5.250 ksi, etc.).
Do not require a higher fc' than that required by the design modified by the rounding criteria
defined above.
For beams made of 5 ksi concrete, it is KDOT policy to specify a compressive strength at time of
release of f'ci = 4 ksi unless otherwise shown on the plans. If release strengths in excess of 4 ksi
are required, the concrete release strengths for each size beam shall be shown on the plans.
Round computed release strengths to the nearest 0.100 ksi.
Temporary allowable concrete compressive stress before losses due to creep and shrinkage is
0.60 f'ci as specified in Article 5.9.4.1.1.
It is also KDOT policy to limit the temporary tension stresses (before losses due to creep and
shrinkage) to 0.09480 f ci 0.20 ksi or (3 f ci psi).
Under certain circumstances, the 4- #4 bars shown in the prestressed beam standards may be
used to increase this temporary tension stress to 0.24 f c as specified in Table 5.9.4.1.2-1
and commentary in Article 5.9.4.1.2.
Include transportation stresses as shown in Appendix C. The transportation tension stress is
allowed to be 0.24 f c or (7.5 f c psi) if the stress in the mild reinforcement in the top of
the beam is proportioned to satisfy Article C5.9.4.1.2.

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Final maximum compression is checked under Service I limit state and final maximum tension is
checked under Service III limit state. The difference between Service I and Service III limit states
is that Service I has a load factor of 1.0 for live load while Service III has a load factor of 0.80.
Stress Limits in prestressed beams due to the prestressing force, service loads and prestress losses
shall be limited per Table 5.9.4.2.1-1 Which is summarized below:
Concrete Stresses
Stage
Stresses, (ksi)
Article (s)
0.60 f'ci
5.9.4.1.1
5.9.4.1.2
Initial Compression
* Initial Tension
0.24 f c
0.60 f'c
Final Compression
Final Tension
Final Allowable Compression
with LL+1/2(Peff+DL)
0.0948 f c
0.40 f'c
5.9.4.2.1
5.9.4.2.2
5.9.4.2.1
Final DL Compression
0.45 f'c
5.9.4.2.1
Shipping & Handling Compression

* Shipping & Handling
Tension
0.60 f'c
5.9.4.2.1
0.24 f c
5.9.4.1.2
* Where As is proportioned as stated in Article C.5.9.4.1.2
5.2.4 Prestress Losses

The current LRFD Specification describes a Refined Method and a Approximate Method of
calculating Time-Dependent losses. Article 5.9.5.3 describes the Approximate Estimate of TimeDependent Losses which is used by KDOT for standard precast sections. The KDOT standard
precast section meet the requirements in the commentary of the Approximate Method.

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All losses of the prestressing force on a member are interrelated. Prestress losses may be categorized as either instantaneous or time-dependent.
fpES = Instantaneous losses are due to anchorage set, friction and elastic shortening of the concrete however; only elastic shortening is considered for this method.
fpLT = Long-term time-dependent losses are those due to creep, shrinkage and relaxation of the
steel.
General losses follows Article 5.9.5
fpT = The sum of all losses = fpES + fpLT
Losses before the slab is cast (instantaneous):
Elastic shortening is computed as follows:
fpES
(Ep / Eci) fcgp
Ep
28,500 ksi
Eci
=
=
Modulus of elasticity of concrete at transfer
0.145 kcf for normal weight concrete.
fcgp
Concrete stress at the center of gravity of prestressing steel

due to prestressing force and the dead load of the beam
immediately after transfer. (At this stage, the initial stress in
the tendon has been reduced by elastic shortening of the
concrete and tendon relaxation during placing and curing of
the concrete.)
(33,000W3/2
f c ksi.)
Pi ec2 Mg ec
P
f cgp = ------i + ----------- -----------Ig
Ag
Ig
In computing fcgp, the prestressing steel stress may be assumed to be 0.70 fpu for low relaxation
strand. This assumption is checked after the calculation of the loss, iterations may be necessary.
The alternative equation may also be used which gives a direct solution for fpES (Equation
C5.9.5.2.3a-1).

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( I + e2 A ) e M A
A g I g E ci
2
A ps ( I g + e m A g ) + ----------------Ep
A f
ps pbt g
m g
m g g
f pES = -----------------------------------------------------------------------
where:
A ps
Ag
gross area of section ( in 2 )
E ci
modulus of elasticity of concrete at transfer (ksi)
Ep
modulus of elasticity of prestressing tendons (ksi)
em
average prestressing steel eccentricity at midspan ( in )
f pbt
stress in prestressing steel immediately prior to transfer (ksi)
Ig
Mg
area of prestressing steel ( in )
moment of inertia of the gross concrete section ( in )

midspan moment due to member self-weight (kip-in)
Losses after the slab is cast (long term):

Equation 5.9.5.3-1 below describes three time-dependent loss elements: the first term is creep
loss, the second is shrinkage, and the third is relaxation.
f pi A ps
- h st + 12.0 h st + f pR
f pLT = 10.0 ----------------Ag
h = 1.7 0.01 H
(Equation 5.9.5.3-1)
5 st = --------------------( 1 + f ci )
where:
fci
compressive strength at the time of initial prestressing, (ksi)
fpi
prestress steel stress immediately prior to transfer, (ksi)
average annual ambient relative humidity, (%), Use 65% for

Kansas

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st
Correction factor for specified concrete strength at time of

prestress transfer
Correction factor for relative humidity of the ambient air
f pR
Loss due to relaxation of steel after transfer, (ksi)

(an estimate of 2.4 ksi, is taken for low relaxation strands)
Note: The summation of losses fpLT may be entered as a lump sum, if the software being used
does not have the refined method available.
T.Y. Lin (1975) wrote that, An error in computing losses can affect service conditions such as
camber, deflection, and cracking. However, it has no effect on the ultimate strength of a flexural
member unless the tendons are unbonded or the final stress after loss is less than 0.5 fpu(p.88).
5.2.5 Continuity, Restraint and Flexure

The effectiveness of continuity is controlled by construction timing and the potential for cracking
or tension in the bottom of the continuity diaphragms. For partially effective continuity the
reduced live load, in the positive moment regions, is then the remainder amount above the rotation, at the beam end, which close the cracks and/or places the bottom of the diaphragm in compression. A positive restraint moment would reduce the live load capacity. As a result of the extra
moment required to close the tension cracks at the bottom of the continuity diaphragms.
Calculations for the final allowable stresses in the past used full continuity for live loads. Positive
restraint moments were then added to the final load and checked against a higher allowable at
mid-span.
Article 5.14.1.4.5 states to be fully effective:
The precast beams will be at least 90 days old at the time continuity is made, or:
The bottom of the continuity diaphragm shall be in compression considering superimposed
permanent loads, settlement, creep, shrinkage, 50% live load and temperature.
Waiting 90 days before allowing the diaphragm to be poured is not a reasonable solution. The
reduction of the live load, for only the portion in excess of that which causes compression of the
bottom of the continuity diaphragm, may have limited benefits for service combinations and is
potentially unconservative. KDOT assumes the deck slab is placed 50 days after transfer, at
which time the continuity connection is assumed to occur; this time is used to calculate camber
and fillets for grading purposes. The alternative to a reduced live load capacity for the service
combinations is proportion to long-term creep and shrinkage is difficult to calculate and is
potently unconservative. That is why KDOT has adopted a simple span design at the service level
limit states. The following is the policy for the flexure design of prestressed members

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As in the past non-composite dead loads are resisted by simple span conditions.
Composite dead load (rail and future wearing surface) are resisted by simple span conditions.
Live load beam design for positive moments are resisted by simple span conditions.
Slab design, in the negative moments regions, are designed to resist negative moments
assuming 100% continuity.
Anchor the slab reinforcement by extending to the 0.25 point + development length before
beginning the staggered cut-off (not more than 50%) of the longitudinal deck slab reinforcement. Using this anchor location is slightly different than described by Article 5.14.1.4.8.
Positive moment continuity steel (strands extended into the pier diaphragm) will be provided.
It is assumed that by following the above criteria, the potential positive restraint moments are balanced with the less-than-fully-effective continuity at the diaphragms. Thus, the additional
demand in the positive moment region due to restraint moments are already accounted for and
should not be included elsewhere. See Commentary C5.14.1.4.2.
5.2.6 Design for Positive Moment:

Prestressed concrete members will meet both the service load and strength requirements of AASHTO. For analysis purpose, the beams are assumed to act as un-cracked members subject to combined axial and bending stresses. The sign convention used for a section is that tensile stresses
are positive and compressive stresses are negative.
In the use of the combined fiber stress formulas, the signs should be assigned by observation.
The general formula for combined fiber stresses is:
M
f = P
--- ----A S
Top and bottom fiber stresses due to prestressing and design service loads are:
cd + M cl
F Fe M nd M
-------------------------
f ct = --- + ------ --------St
St
A St
M nd M cd + M cl
fcb = F
--- Fe
------ + --------+ ------------------------
Sb
A Sb
Sb
where:
fct
top fiber stress
fcb
bottom fiber stress
total prestress force after losses

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distance from centroid of prestressing steel to centroid of beam at

section being investigated
Sb
noncomposite section modulus for bottom fiber
Sb'
noncomposite section modulus for bottom fiber
St
noncomposite section modulus for top fiber
St'
composite section modulus for top fiber
Mnd
moment due to dead loads on noncomposite section
Mcd
moment due to dead loads on composite section
Mcl
moment due to live load plus impact on composite section
gross noncomposite cross-sectional area of beam
Temporary Stresses:
After the total design loads are satisfied by the design equations, initial stresses at strand release
from the application of prestress forces should be investigated. Temporary stresses are computed
as follows:
fct
F F i e c M nd
- -------- -----i + --------A
St
St
fcb
F F i e c M nd
-----i --------- + --------A
Sb
Sb
fct
F Fi ec
-----i + --------A
St
f cb
F Fi ec
-----i --------A
Sb
At midspan of beam
At end of beam
Where:
fct or cb
initial concrete stress due to initial prestressing at top or bottom of beam
Fi
total initial prestressing force minus losses fpES at release
ec
distance from centroid of prestressing steel to centroid of prestressed

noncomposite beam at center or end of the beam

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Si
noncomposite section modulus for top or bottom fibers of the beam
Mnd
Moment due to beam dead load
5.2.7 Design for Factored Positive Moment Resistance

Prestressed concrete members will resist the simple span positive moment from non-composite
dead loads and composite live loads, as well as composite dead loads. Computing the ultimate
flexural capacity for a prestressed concrete member is essentially the same as for a conventional
reinforced concrete member. The basic difference between the two is in the stress-strain relationship of the prestressing steel and intermediate grade reinforcing steel.
The factored resistance Mr shall be taken as:
Mr
Mn
Resistance factors at the strength limit state are (Article 5.5.4.2):
1.00 for flexure and tension of prestressed concrete *
0.90 for shear and torsion
1.00 for tension in steel in anchorage zones
*Tension controlled region (strain in steel > 0.005)

M n = A ps f ps d p a--- (Based on Equation 5.7.3.2.2-1)
2
(assuming a rectangular section with only prestressing steel present)
where:
c
fps = fpu ( 1 k ----- (Equation 5.7.3.1.1-1)
dp
f py
where; k = 2 1.04 -------
f pu
k = 0.28 for lo-lax strand
The above equation provides an approximate value of fps. AASHTO allows the use of this equation provided requirements of Article 5.7.3.1.1 are met.
The procedure for computing the nominal moment capacity of a composite prestressed concrete Ibeam depends on the distance from the neutral axis to the compression face of the member. T-sec-

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tions where the neutral axis lies in the flange, i.e. c is less then the slab thickness, are considered
rectangular sections.
The distance from the neutral axis to the compression face of the member is computed as follows
(assuming no mild steel or compression reinforcement is present):
A ps f pu
c = -------------------------------------------------------- (Based on Equation, 5.7.3.1.1-4)
f pu
0.85f c 1 b + kA ps --------dp
Where:
b
effective width of flange (slab) = tributary width Article 4.6.2.6.1
dp
distance from extreme compression fiber to centroid of the prestressing

tendons or strands (in)
Aps
area of prestressing steel (in2)
fps
average stress in prestressing steel at nominal bending resistance (ksi)
fpu
specified tensile strength of prestressing steel (ksi)
fc
specified compressive strength of cast-in-place deck @ 28 days.
stress block factor specified in Article 5.7.2.2
distance between the neutral axis and the compressive face (in.)
c 1; depth of the equivalent compression stress block (in.)
For most KDOT designs of prestressed concrete composite members, the rectangular compression stress block falls within the cast-in-place deck slab. When the neutral axis falls outside the
flange (i.e., flange thickness is less than c), the designer should use the Article 5.7.3.1.1-3 to
compute the nominal capacity of the composite member.3
Maximum steel percentage:
In the Standard Specifications the maximum percentage of steel was limited by the requirement
stating that the steel yields before the beam reaches ultimate capacity. The depth of the flexural
compressive block was compared to the depth of the steel centroid to verify adequate ductility.
Article 5.7.2 considers a section with the steel strain near the extreme fiber greater than 0.005 to
be a tension controlled region. Prestressed Beams are tension controlled. Unless unusually high
amounts of ductility are required, the 0.005 limit will provide ductile behavior for most designs.

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High ductility is required for redistribution of negative moments for continuos members according to Article 5.7.3.5 at strength limit states.
Minimum steel percentage:
The minimum prestressing steel, from Article 5.7.3.3.2, shall be that required to develop an ultimate flexural capacity at the critical section at least equal to the lesser of:
1.2 times the cracking capacity or
1.33 times the factored moment required by the applicable Strength I Load Combination.
The cracking capacity of the section shall be based upon a modulus of rupture of 0.37 f ' c ksi in
accordance with Article 5.4.2.6. Contrary to the Standard Specifications, the LRFD Specifications state that this requirement will be met at every section.
The combined moment to cause cracking is the sum of the total dead load moments plus an additional superimposed moment to reach a bottom fiber stress of 0.37
f ' c ksi in the beam. The
allowable cracking tensile stress shall be computed as:
Sc
M cr = S c ( f r + f cpe ) M dnc ------- 1 S c f r Equation. 5.7.3.3.2-1

S nc
Where:
Mcr
Cracking moment capacity available to resist live load
fr
Allowable cracking tensile stress, ksi
fcpe
Mdnc
Compressive stress in concrete due to effective prestress forces only

(after allowance for prestressed losses) at the extreme fibers of the
section where the tensile stress is caused by external loads
Total unfactored dead load moment acting on the slab of the
noncomposite prestressed beam, k-in
Snc
Sc

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Noncomposite section modulus for bottom fiber of prestressed

beam where tensile stress is caused by an externally applied load, in3
Composite section modulus for bottom fiber of prestressed beam where
tensile stress is caused by an externally applied load, in3
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5.2.8 Design for Factored Negative Moment Resistance

The design for factored nominal negative moments in precast prestressed concrete members that
are constructed continuous to provide continuity is by conventional methods of reinforced concrete strength design. It is assumed, for the design of this section, that 100% effective continuity
is obtained at the intermediate supports by pouring a concrete diaphragm monolithically with the
deck slab and encasing the prestressed beams. Prestressed strands that are used in making the positive moment connection should be extended a minimum of 3.0 ft., for the end of the beam. Use
Article 5.14.1.4.9a to determine the number of strands to extend. As a minimum extend four
strands on the bottom. If the strands are harped extend two strands on top as well. Extended
strands shall be located on the same row if possible and are not debonded. Do not create confusion in the shop by staggering row cut-off patterns.
The negative moments acting on the composite section include the effect of maximum live load
plus impact.
The dead loads include the weight of curbs, parapet, railing, and future wearing surface. The
value of the negative moment is time dependent; therefore, an assumption needs to be made as to
when the continuity connection is made. KDOT assumes this connection to be made 50 days after
the beams are fabricated. No additional negative moment is expected by this assumption. The
negative moment reinforcement shall be proportioned by strength design to resist
1.25(DC)+1.5(DW)+1.75(LL+IM). Check fatigue and crack control as well. See 9.12 Prestressed Bridges Reinforcement for Deck Slabs for additional discussions.
The factored resistance Mr shall be taken as:
Mr
Mn
Resistance factor at the strength limit state is Article 5.5.4.2:
0.90 for flexure and tension of reinforced concrete
(Based on Equation 5.7.3.2.2-1)

M n = A s f s d s a---
2
(assuming a rectangular section with non-prestressed tension reinforcement)
The distance from the neutral axis to the compression face of the member is computed as follows
(assuming no prestressing steel or compression reinforcement is present):
As fs
c = ------------------------- (Based on Equation 5.7.3.1.1-4)
0.85f c 1 b

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where:
b
ds
=
=
width of beam bottom flange

distance from extreme compression fiber to centroid of
non-prestressed tension reinforcement
area of nonprestressed tension reinforcement
As
fs
stress in mild steel tension reinforcement at nominal

flexural resistance (ksi), as specified in Article 5.7.2.1
fs = fy when c/ds < 0.6
fc'
compressive strength of beam concrete @ 28 days.
stress block factor specified in Article. 5.7.2.2.
c
a
=
=
distance between the neutral axis and the compressive face.

1 c; depth of equivalent compression stress block
5.2.8.1 Mild Reinforcement

KDOT designs require mild longitudinal reinforcement to be used at the top of each beam to resist
tension stress at the top of the member due to transportation and erection of the member.
5.2.9 Design for Shear

Two design procedures are available in the LRFD Specification for shear and torsion design of
concrete members: (1) the sectional model as specified in Article 5.8.3 and (2) the strut-and-tie
model as specified in Article 5.6.3.
The sectional method 5 CONCRETE is used whenever sectional forces (shear, axial, moment and
torsion) need not consider how the force effects were introduced; this is appropriate for most situations other than those described below:
Article 5.8.1.1 directs the designer to use the strut-and-tie model whenever the distance from the
point of zero shear to the face of a support is less than twice the effective depth of the beam, or
when a load that causes at least one-half of the shear at a support is within twice the effective
depth. Strut-and-tie models should also be used in members with abrupt changes in cross-section,
openings and draped-ends, deep beams and corbels. The sectional model can be used for the
design of regions of concrete members where plane sections remain plane after loading. This
would include typical bridge beams, slabs and other regions of components where the assumptions of traditional engineering beam theory are valid. The current acceptable methods described
in the 4th edition are summarized below:
Article 5.8.3.4.2 - General Procedure
This design procedure (Collins et al, 1994) was derived from the Modified Compression Field
Theory (MCFT, Vecchio, and Collins, 1986) which is a comprehensive behavioral model for the

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response of diagonally cracked concrete subject to in-plane shear and normal stresses. Prior to the
2008 interim revisions, the General Procedure for shear design was iterative and required the use
of tables for the evaluation of and (see Appendix B5)*. With the 2008 revisions, this design
procedure was modified to be non-iterative and algebraic equations were introduced for the evalAppendix
B5 are functionally equivalent to those used in the Canadian
uation of and . These
equations
design code (A23.2-M04, 2004), were also derived from the MCFT (Bentz et al. 2006), and were
evaluated as appropriate for use in the AASHTO LRFD Bridge Design Specifications (Hawkins et
al., 2006,2007)
Article 5.8.3.4.3 - Simplified Procedure for Prestressed and Nonprestressed Sections
This design procedure is based on the recommendations of NCHRP Report 549 (Hawkins et al.,
2005). The concepts of this Article are compatible with the concepts of ACI Code 318-05 and
AASHTO Standard Specifications for Highway Bridges (2002) for evaluations of the shear resistance of prestressed concrete members. However, those concepts are modified so that this Article
applies to both prestressed and nonprestressed sections.
The longitudinal reinforcement resists the additional force due to shear, i.e., the horizontal component of the diagonal compression field. The tensile capacity of the reinforcement on the flexural tension side of the member, taking into account the lack of full development of that
reinforcement, is checked using Equation 5.8.3.5-1.
When computing strains for sections in the negative moment region, be aware that only reinforcing on the tension side of the beam may be used. Therefore, near a pier, the only prestressing steel
that can be used in the strain equation are the harped strands located on the tension side of the
beam.
Detailing for Shear
At beam ends, use #5 stirrups spaced at 3 in for a distance of h/4 from the end of the beam for
the splitting zone defined in Article 5.10.10.
For transportation considerations, continue use of #5 stirrups to a distance of one-tenth of the
beam span.
According to Article 5.10.10.2 at no instance will the confinement reinforcement from the
end of the beam to 1.5d be spaced greater than 6 in. See Section 3.2.9.12 Transportation for
additional requirements.
Additionally, do not exceed 18 in. stirrup spacing within the beam. Do not exceed a 6 in.
change in spacing when changing spacing along the length of the beam will result in a
reduced shear capacity by more the 50% along the member
Use #5 stirrups throughout the beam.
*Note: AASHTOWare Bridge Design, design software uses the iterative general method described
in Appendix B5.

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5.2.10 Diaphragms
For typical Abutment Diaphragm Details, see Figure 5.2.15-5 K2 Beam Details (BR302c).
For typical Pier Diaphragm Details, see Figure 5.2.15-7 Typical Pier Diaphragm and Figure
5.2.15-7a Optional Abutment Diaphragm.
For typical Concrete Intermediate Diaphragm Details, See Figure 5.2.15-8 Typical Concrete
Intermediate Diaphragm.
For Temporary Diaphragm Details, see Figure 5.2.15-9 Temporary Diaphragm Details (BR
305)
Permanent diaphragms:
Cast-in-Place (CIP) permanent diaphragms are required at all supports; see Figure 5.2.15-5 K2
Beam Details (BR302c) for details. In general, CIP permanent intermediate diaphragms are not
preferred or required. Intermediate diaphragms are most beneficial in stabilizing the beam during erection and offer little distribution of live load and therefore, they can be removed after the
structure has been made continuous and composite. LTRC, (2008)
Temporary diaphragms: **
Temporary diaphragms are required to stabilize beams during the construction of the deck. Plans
shall show the location of the temporary diaphragms. Generally, locate the diaphragms approximately 12 ft. from the beam ends or at quarter points - whichever is closest to the pier. As strand
geometry allows. Temporary diaphragms are required in all bays or as noted below. They are
attached by either coil inserts cast into the beam or by bolting with an open hole cast into the
beam. Open hole type connections are preferred (and shown in Base Sheet BR305) by KDOT
because this detail provides for a more modular construction (interior and exterior beams are the
same). For bridges with an even number of beam lines every other bay may be sufficient to connect two beams, and thus creating frame action see Figure 5.2.15-9 Temporary Diaphragm Details
(BR 305) Steel temporary diaphragms shall remain in place until the concrete diaphragms (if
required) and the deck have cured. The Contractor will remove the diaphragms and erection
angles and fill the open holes of the exterior face of the exterior beam an prequalified epoxy grout.
The plans note states that all temporary diaphragms are subsidiary to other bid items.
For conventional overhang formwork supported by the exterior beams only, the plans will show
either of the following options:
a. For spans less the 40 ft long, no temporary steel diaphragms are required.
b. For spans 40-80 ft long, use two temporary steel diaphragms at locations at the first and
third quarter points.
c. For spans greater than 80 ft but less than 120 ft, use three temporary steel diaphragms
located at all three quarter points.
d. For spans > 120 ft, a special design is required.
Needle beams may be used in lieu of temporary steel diaphragms to support formwork and stabilize beams during construction, as accepted by the Engineer. Needle beam support and framing is
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considered to be falsework and is subject to the falsework review requirements as per the KDOT
specifications. (See Section 5 of the Bridge Manual).
** Note: This does not replace the requirements for erection controls on structures over traffic.
5.2.11 Bearings and Expansion

At release of the prestressing force, I-Beams are subject to end cracking due to corner flange
stress when the beam cambers up. To resist cracking of the beam, end steel bearing plates should
be used on all spans 60 ft or greater. For spans less than 60 ft bearing plates may be required as
directed by the Bridge Engineer. Also, bearing plates should be used on the web of all double-tee
beams. The prestressed beams should be supported on in. thick - 60 Durometer Elastomeric
leveling pads at the pier and abutment bridge seats. The width of the pads should be the bearing
plate width and a minimum length of 8 in. The pad should be designed to support the dead load
of the beam and slab. The bearing stress should not exceed 800 psi in accordance with Article
14.6.6.3.2. See Figure 5.2.15-10 Typical Bearing Pad Layout.
For prestressed bridges on sloping grade, the clearance between the edge of the abutment bridge
seat and the beam will be considered so that no edge load occurs on the beam from contact with
the abutment seat. Evaluate the compressive strain and creep deflection in the beams. For grades
1.5 percent or less, the in. leveling pad should be adequate.
For grades between 1.5 percent and 4.0 percent, a beveled pad should be used. For grades
exceeding 4.0 percent, a beveled steel plate welded to the end steel bearing plate should be considered. Provide a minimum pad edge thickness of in. At no time shall the prestressed beam be
in contact with the pier beam except by means of a leveling pad (with type B material) or and
expansion device.
5.2.12 Prestressed Concrete Deck Panels

Prestressed concrete deck panels are discussed in 9 DECK SLAB. An example of the use of the
prestressed panels is shown on Figure 5.2.15-4A K3 Beam Details (BR302b). The panels shall be
supported on an expanded polystyrene bedding. As an alternate, the panels may be placed on a
mortar bed of non-shrinking grout upon request of the contractor.
Raking direction on the tops of prestressed panels shall be perpendicular to the prestressing
strands. When prestressed panels are used on prestressed beams, support of the overhang brackets presents a problem. Place note on the plans stating that the Contractor may add extra bars in
the beams at his expense for welding or attaching hangers for overhang brackets.
5.2.13 Transportation
During transportation, prestressed beams may be subjected to dynamic forces. This bouncing
of the beam can reduce the dead load on the member which could result in critical tension stresses
in the top of the beam. The designer should check these stresses by assuming support points for
beam transportation at 5.0 ft. from the end of the beam or to the first tenth point of the span,
whichever is greater. If the controling support distance is somewhere between 5 ft. and the first
tenth point, be sure to enter this maximum support length on the beam Details Sheet. Verify that
the maximum support length dimension is shown on the shop drawings. Check tension in the top

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of the beam over the temporary support due to the cantilevered moment. To approximate the
dynamic load effects, assume a beam dead load of 3g on the cantilevered portion (PCI Design
Handbook, 1985, p. 5-17).
Also check the tension in the top of the beam at the harp point of the strands using the reduced
span length due to the temporary supports. Again, use 3g for the overhang force, but use the
normal beam dead load (g) when computing forces between the supports. Allow a maximum
temporary tension stress of 0.24 f c avg ksi or7.5 f c avg psi. This upper limit is allowed only if
the stress in the mild reinforcement at the top of the member meet the requirements of the commentary for Article C5.9.4.1.2.
For additional information on the handling of beams, see: (PCI JOURNAL, 1987, p.87-101).
See Appendix C Prestressed Girder (Transportation Stress Check) for Example calculations for
transportation stress check
5.2.14 Lifting Devices

Do not use 0.6 in strand for lifting loops. If a beam requires two lifting devices at each end of the
beam, state clearly on the plans that the fabricator should use both devices when moving the
beam. The following example may be used as a guide for determining the number and depth of
strands required for beams larger than the typical K4 beam.
Note that many variables are involved when estimating the capacity of a lifting device. These
may include: embedment depth, lifting angle, strand loop diameter, fabrication of multiple loops,
and the amount of dynamic load to name a few.
DESIGN EXAMPLE: Design lifting devices for a 100 ft K4 Beam.
Assumptions:
Given:
Total beam load

beam load
Allowable Kips per
strand
Factor of safety
45 degree lifting angle
Strand
K4 beam mass
= 100 x 671 lb./ft./1000
= P
= 0.75 fs(As)
No. of strands
6.1 strands / 2 strands

per loop

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=4
= diameter low-lax (fs = 270
ksi)
= 671 lb./ft.
= 67.1 kip
= 33.55 kip
= 0.75(270 ksi)(0.153 in2)
= 31 kip/strand
= P (1/Sin 45)(F.S.) / Allow. kips/
strand
= 33.55 kip (1.4)(4) / 31 kip/strand
= 6.1 strands required
= 3.05 loops required
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Design Manual
Use 1 - 3 strand lifting loop

Determine length of strand embedment required: (Ref. Missouri Report 73-5C End Connections of Pretensioned I-Beam Bridge)
Embedment Length
Le
0.337 (fs) (F.S.) + 8 in.
Tension per strand
33.55 kip/ 3 loops x 2 strands per

loop
=
=
5.6 kip/strand
36.55 ksi
32.6"
Assume a factor of
safety of 2.0
fs
Le
5.6 kip/strand / 0.153

in2
0.337 (36.55) 2 + 8
Conclusion:
Use 33" embedment

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5.2.15 Prestress Beam Plan Details

The following details illustrate strand locations and beam geometry which should be used for
KDOT designed projects.

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Figure 5.2.15-1a Geometry For a K-6

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Figure 5.2.15-1b Geometry For a K-4

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Figure 5.2.15-1c Geometry For a K-3

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Figure 5.2.15-1d Geometry For a K-2

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Figure 5.2.15-2a Standard Prestressed Concrete Beam Details (BR300a)

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Figure 5.2.15-2b Standard Prestressed Concrete Beam Details (BR300b)

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Figure 5.2.15-2c Standard Prestressed Concrete Beam Details (BR300c)

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Figure5.2.15-2d Standard Prestressed Concrete Beam Details (BR300d)

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Figure 5.2.15-3 General Notes and Quantities (BR301)

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Figure 5.2.15-4 K4 Beam Details (BR302a)

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Figure 5.2.15-4A K3 Beam Details (BR302b)

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Figure 5.2.15-5 K2 Beam Details (BR302c)

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Figure 5.2.15-5A K6 Beam Details (BR302d)

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Figure 5.2.15-6 Typical Abutment Diaphragm

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Figure 5.2.15-7 Typical Pier Diaphragm

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Figure 5.2.15-7a Optional Abutment Diaphragm

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Figure 5.2.15-8 Typical Concrete Intermediate Diaphragm

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Figure 5.2.15-9 Temporary Diaphragm Details (BR 305)

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Figure 5.2.15-10 Typical Bearing Pad Layout

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Figure 5.2.15-11 Typical Camber Diagram

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Figure 5.2.15-12 Concrete Placing Sequence

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Figure 5.2.15-13 Computation of Fillets (Conventional Deck)

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Figure 5.2.15-14a Computation of Fillets (P*S panel Deck)

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Figure 5.2.15-14b Computation of Fillets (P*S Panel Deck)(Cont.)

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Figure 5.2.15-15 Prestressed Concrete panel Details (BR303)

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Figure 5.2.15-16 Variable Section Single-T

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Figure 5.2.15-17 Double-Tee Beam

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Appendix A Prestress Beam Guidelines
LFDandLRFDPrestressedBeams
AASHTO Requirement
Code AASHTO KDOT
StrandType&Properties
SevenWireLowRelaxationStrands(Dia)
TensileStrength(Fpu)(ksi)
YieldStrength(Fpy)(ksi)
ModulusofElasticity(ksi)
2
StrandArea(in )
Mass/Wtperunitlength(lbs/ft)
TransferLength(in)
1/2"
270ksi
0.90fpu =243ksi
28,500ksi
2
0.153in
0.521lbs/ft
60ds =30"
StrandType&Properties
SevenWireLowRelaxationStrands(Dia)K4orK6Only
Mass/Wtperunitlength(lbs/ft)
StrandArea(in2)
TransferLength(in)
0.6"
0.732lbs/ft
2
0.215in
60ds =36"
5.4.4.11
5.4.4.11
5.4.4.2
5.11.4.1
X
X
(ksi)
0.24*SQRT(f'ci)
7.5*SQRT(f'ci)
0.60*f'c
0.0948*SQRT(f'c)
0.45*f'c
0.40*f'c
P/SProperties
InitialLossElasticShortening
LongTermLossMethod(AASHTO,LumpSumorPCI)
JackingStressRatio(lowrelaxation)
P/STransferStressRatio(lowrelaxation)
TransferTime(18hrs=0.75days)
(
y)
AgeatDeckPlacement(days)
FinalAge(days)
LossDataAASHTOPercentDL
AASHTOApproximateMethod
0.75
LeaveitBlank
18
50
27375
0%
LossData,"LumpSum"(ksi)
FinalLoss
CompositeLoss
ContinuousLoss
Notused
Notused
Notused
5.11.4.1
9.15.1
9.15.1
9.15.2
9.15.2
9.15.2
9.15.2
9.15.2
X
X
X
X
X
X
X
X
X
<======
(psi)
0.60*f'ci
IntentionallyRoughened
TopFlangeWidth
0.28ksi
1
0.3
1.8ksi
Shrinkage/Time
BeamCuringMethod,MoistorSteam
SlabCuringMethod,MoistorSteam
DeckDryingTime
SlabInterface
InterfaceType
InterfaceWidth
Cohesion(ksi)
FrictionFactor
K1
K2
LossData"PCI"(ksi)
UltimateCreepLoss
MaturityCoefficent
UltimateShrinkageLoss
LFDRatingStressLimits
(ksi)
(psi)
0.60*f'ci
InitialAllowableCompression
0.0948*SQRT(f'ci)<=0.20ksi
3*SQRT(f'ci)<=200psi
InitialAllowableTension
0.60*f'c
FinalAllowableCompression
FinalAllowableTension(NoteBelow)
Zero Inv or 0.19*SQRT(f'
ZeroInvor0.19
SQRT(f c)Oper
) Oper ZeroInvor6
Zero Inv or 6*SQRT(f'
SQRT(f c)Oper
) Oper
0.40*f'c
FinalAllowableDLCompression
0.60*f'c
FinalAllowableSlabCompression
0.40*f'c
(LL+1/2(Pe+DL))
IfratinganLRFDdesignedbridgeverifytheInventoryratingfactorfortheHSdesigntruckis1.10orgreater
=====> VisittheFactorsTaboftheMemberAlt.foreachmemberandsettheASDFactorforP/SConcreteTensionforInventorytoZERO
TheOperatingratingfactorshouldbegreaterthan1.0fortheHETloadratingtruckusingasinglelane(S/7)andfullimpact.
LRFDDesignStressLimits
InitialAllowableCompression
I iti l All
InitialAllowableTension(WithAsproportionedasperFig.
bl T i
(With A
ti
d
Fi
C5.9.4.1.21)
FinalAllowableTension
FinalAllowableDLCompression
(LL+1/2(Pe+DL))
X
X
X
X
3*SQRT(f'ci)
5.9.4.1.1
5.9.4.1.2
5.9.4.2.1
5.9.4.2.2
5.9.4.2.1
5.9.4.2.1
X
X
X
X
5.8.4.1
5.8.4.3
5.8.4.3
5.8.4.3
5.8.4.3
X
X
X
X
X
5.9.5.2.3
5.9.5.3
5.9.3
X
X
X
X
X
X
X
X
X
X
X
X
X
ModifiedPCI
Setonplans
X
X
X
X
0.75
X
X
X
Steam(assumed)
Moist
14Days
X
X
X
0.75
28
50
75
75
X
X
X
seeBridgeDesignManual
Use28days,0.75
seeBridgeDesignManual
Time
CuringTime(18hrs=0.75Days)
Time Continous (Days)
TimeContinous(Days)
TimeComposite(Days)
ServiceLife(years)
TimeofAnalysis(years)
LRFDShearComputationMethod
GeneralorSimplified
Miscellaneous
Humidity
SustainedModularRatio

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CamberCalcs
X
X
General
MaybeSimplified
5.8.3.4.2
5.8.3.4.3
X
X
65%
2
5.7.1
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Appendix B PreStress Harp Strand Force Calculator
Input
Strand Eccentricity (in)...............................................................
e 45
Beam Length(ft)......................................................................
Lb 60
Strand Diameter (in).....................................................................
0.6
Cross Sectional Area
(in 2 )............................................................
Area 0.217
(Note: Use 0.153 in2 for 0.5" strand and 0.217 in 2 for 0.6")
Number of Strands being harped (each)...........................
Ns 6
Strength of Strand (ksi).................................................................
fu 270
Maximum Prestressing Force per strand (80% max for guts) (kip) ....
Pu 45
PS_Force_Max Area fu .80
Harp Location (tenth point less than or equal to 0.5) ...................... Harp 0.4
(must be symmetric)
Harpn 2
Number of Harp Locaions(each)..............................................
(typically two are used)
Calculations

Angle for Harp from Vertical (degrees) ...................
90
strandper
Hold down force per strand (kip).............................

Total hold down force per device (kip)....................

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e
atan
360
L Harp 12 2
Angle for Harp from Horizontal (degrees)..................
2
Harpn
81.119
360
Pu cos
Planper_stand strandper
Total strandper Ns
Total device Total
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Design Manual
Appendix B Harp Strand Force Calculator
Results
PS_Force
Pu if Pu d PS_Force_Max
Total
"Greater than 0.80 Guts" otherwise

strandper
Total if Total d 38
"Check Manufacture" otherwise
strandper if strandper d 5 = 0.6

strandper if strandper d 4 = 0.5
"Check Manufacture"
otherwise
Checks
Prestressing force per strand (80% GUTS max.) (kip) ......
PS_Force
45
Hold down force per strand (kip) (4 for 0.5" and 5 for 0.6" strand)..
strandper
"Check Manufacture"
Planper_stand
Total hold down force per device (kip) (38 kip max).............
Total
"Check Manufacture"
Total device

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6.947
41.682
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Design Manual
Appendix C Prestressed Girder (Transportation Stress Check)
From the shear & moment diagrams, it can be shown that by moving the supports inward, the
dead load moment between the support is reduced by a constant value. As can be seen the shape
of the moment diagrams are the same from support to support of the transported beam. Therefore
the value of the reduction is equal to the cantilever moment plus the value of the moment, for the
beam supported at the ends, at the location of the transportation support.

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Worked Example:
Assume supports at 7.0 from beam ends during transportation.

w = 720 lb/ft
2 ( 7.0 x 3 x 720 lb/ft ) + ( 77.0 x720lb ft )
R y = ---------------------------------------------------------------------------------------------------- = 42.84 kip
2
Results from PSCOG Computer Run
Initial Conditions:
At Beam End
P
1,018.7 kip
31.8 kip
St
9, 754in
= 9,080 k-in = Pe
Sb
9, 815in
692in
A. Stress at Support
2
3W ( 7.0 ) - =
M + 7.0 V + -----------------------2
Moment = 9, 080 k in + 2, 671k in + 635 k in = 12, 386 k in
Moment=
, 018.7 -k 12
, 386 k in- = 202 psi
f c Top = P
--- Moment
--------------------- = 1--------------------------------------------------2
3
A
St
692in
9, 754in

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compression OK
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Design Manual
1, 018.7 k
P
, 386 k in- = 2, 734psi compression OK
f c Bot = --- + Moment
--------------------- = ---------------------- + 12
------------------------------2
3
A
Sb
692in
9, 815in
Allowable Stresses:
Allow Comp. = 0.6 f c
f c will be the average of Initial and Final f c

= 0.6 5, 440psi = 3, 260psi
Allow Comp.
, 931psi + 5, 947psi- = 5, 440psi
f c = 4---------------------------------------------------2
= 3, 260psi
Allow Ten. = 5 f c = 5 5, 440 = 370psi
B. Stresses at Hold Down
2
W ( 29.5 ) - R ( 29.5 )
Moment = M + 36.5 V + 3W 33.0 7.0 + ---------------------y
2
= 9, 080k in + 13, 928k in + 5, 988k in + 3, 759k in 15, 165k in = 17, 590k in
, 018.7 k- 17
, 590 k in- = 331psi Tension OK
f c Top = P
--- Moment
--------------------- = 1--------------------------------------------------2
3
A
St
692in
9, 754in
, 018.7 k- + 17
, 590 k in- = 3, 264psi Comp. OK
--- + Moment
f c Bot = P
--------------------- = 1--------------------------------------------------2
3
A
Sb
692in
9, 815in

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MathCadd Example:
Transportation Stress Calculations:
Beam Data:
K4+2
D 56in
L 82ft
HarpPt 33ft
0.4*L
Use_As.top 1
Near Beam Ends

Pps 910.4kip
1=yes, 0=no
b top 24in
A 692in
Vps 30.9kip
St 9754in
M ps 8850kip in
Sb 9815in
Enter f'c at time of transportation stresses.

As an approximation, try the average of
Initial and Final.
As.top 0.78in
fpc 5290psi
fy 60ksi
Calculations
W A 150 pcf
fc_comp_allow 0.6 fpc
fc_ten_allow
fc_comp_allow
0.24 fpc ksi if Use_As.top = 1

5 fpc psi if Use_As.top = 2
min 0.0948 fpc ksi 0.200ksi

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fc_ten_allow
0.721
kip
ft
3.174 ksi
0.552 ksi
otherwise
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Design Manual
6 STEEL
Table of Contents
6.1 General .....................................................................................................................1
6.2 Materials ...................................................................................................................3
6.3 Layout .......................................................................................................................8
6.3.1 Cross Frame Layout ...................................................................................................14
6.4 General Dimensions and Details ............................................................................17

6.4.1 Welding ......................................................................................................................20
6.4.2Transverse Stiffeners ..................................................................................................24
6.4.3 Longitudinal Web Stiffeners .....................................................................................27
6.4.4 Cross Frame/Diaphragm Details for I-Shaped Members ...........................................29
6.4.5 Lateral (Wind) Bracing ..............................................................................................32
6.4.6 Integral Abutment Beam Supports .............................................................................34
6.4.7 Bolted Connections ....................................................................................................36
6.4.9 Fatigue ........................................................................................................................43
6.4.8 Shear Connectors ........................................................................................................41
6.4.10 Camber, Deflection and Curvature ...........................................................................44
6.4.11 Cover Plates ..............................................................................................................47
6.4.12 Paint ..........................................................................................................................48
6.4.13 Weathering Steel Guidelines.................................................................................... 51
6.4.14 State Owned: Steel Let Early ...................................................................................56
6.5 Design .....................................................................................................................57

6.5.1 Design: General ..........................................................................................................57
6.5.2 Design: Flexure ..........................................................................................................58
6.5.2.1 Axial ........................................................................................................................60
6.5.3 Design: Shear .............................................................................................................60
6.5.4 Design: Shear Connectors ..........................................................................................62
6.5.5 Fatigue/Fracture .........................................................................................................63
6.5.6 Bolted Connections ....................................................................................................64
6.5.7 Curved Girder .............................................................................................................65
6.5.8 Steel Box Girders (Composite) ...........................................................................65

6.6 Construction Loads, Falsework and Erection ........................................................67
List of Figures
Figure 6.2-1 Fracture Critical Member Designation. .....................................................................6
Figure 6.3-1 Alignment of Bearing Devices .................................................................................11
Figure 6.3-2 Curved Bridge Geometry .........................................................................................12
Figure 6.3.1-1 Cross Frame for Skewed Bridges ..........................................................................15
Figure 6.3.1-2 Transverse Stiffener Placement .............................................................................16
Figure 6.4-1 Fillet Depth Computation for Steel Girder ..............................................................19
Figure 6.4-2 Fillet Reinforcement ................................................................................................20

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Figure 6.4.1-1 Cope Detail at Welded Field Splice ......................................................................22

Figure 6.4.1-2 Flange and Web Welded Splice Configurations ...................................................23
Figure 6.4.2-1 Transverse Stiffener Details ..................................................................................25
Figure 6.4.2-2 Connection Stiffener Details .................................................................................26
Figure 6.4.3-1 Longitudinal Stiffener Details ...............................................................................28
Figure 6.4.4-1 Typical Cross Frames ............................................................................................30
Figure 6.4.4-2 Typical End and Pier Cross Frames ......................................................................31
Figure 6.4.5-1 Lateral Bracing Details .........................................................................................33
Figure 6.4.6-1 Auxiliary Abutment Beam Support Details ..........................................................34
Figure 6.4.6-2 Abutment Beam Support Details ..........................................................................35
Figure 6.4.7-2 Fill Plate Extension ...............................................................................................39
Figure 6.4.7-3 Bolted Splice Example Details .............................................................................40
Figure 6.4.8-1 Minimum Dimensions for Stud Placement on Steel Beams .................................42
Figure 6.4.9-1 Stiffener Detail from AASHTO for wind bracing ................................................44
Figure 6.4.10-1 Minimum Information Required for Steel Girder ...............................................46
Figure 6.4.12-1 Paint requirements for weathering steel ..............................................................49
Figure 6.4.13-1 Drip Plate Detail ..................................................................................................53
Figure 6.4-13-2 Stain Control System ..........................................................................................54
Figure 6.4.13-3 Weathering Steel Guidelines ...............................................................................55
List of Tables
Table 6.4.7-1 KDOT Plate Grip Table for Structural Bolts ..........................................................38
Appendixs
Appendix A Steel Beam Circular Haunch ....................................................................................71
References
References: ....................................................................................................................................70

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6 Steel
6.1 General
General:
Structural steel, in the form of rolled steel beams, welded plate girders or steel box girders are
used for bridge superstructures. In rare instances integral pier caps will be designed using steel.
This section is intended to provide general design guidance and information on detailing practices. Generally, the shop connections are welded and field connections are made by mechanical
fasteners. Welded field splices, while used in the past, are not allowed under normal circumstances.
It is KDOT policy to use shear connectors in both positive and negative moment areas.
Rolled Beam:
For spans up to 120 feet rolled beams should be considered. To effect economy in the use of rolled
beams, rolled beam sections of different sizes may be field bolted together. Use the longest pieces
possible, it is common to go from the abutment to the next field splice over the pier with one piece
on shorter spans. Do not use welded shop splices, but continue pieces from bolted splice to bolted
splice. When changing sections on rolled beams stay within a beam series, with the lighter sections used in the positive and the heavier within the negative moment regions. Use fill plates when
thickness changes between the adjacent sections are greater than 1/4 in. Because of load induced,
the use of cover plates should be avoided unless the cover plate termination is within the bolted
field splice.
Plate Girder: An advantage of plate girders is they can be tailored to fit shear and moment
requirements more closely than rolled beams. Plate girders become advantageous and are used for
spans up to 275 feet. Plate girders are ideally suited for geometric changes and can be made to
conform to horizontal and vertically curved highway segments. Camber can be cut into the webs
to account for dead load deflection. Because of the tailored nature of plate girders fillets and overhangs can be designed to be uniform, thus reducing construction complexities.
Steel Box Girders:
Steel Box Girders or Tubs are closed sections after the deck is constructed creating a torsionally
efficient member. The only preferred use of this type of girder for bridges is with small radii on
horizontally curved bridge superstructures. This superstructure type is ideally suited for ramps
and fly-over locations.
Member Origin:
Mill Lengths for Plate and Rolled Shapes:
Steel bridges are fabricated and constructed with steel elements that are produced at two different
types of steel mills; shape mills and plate mills. In addition to different products, the grades of
steel available from each type of mill differ slightly.
Shape mills produce bars, angles, tubes, pipes, channels, W sections (wide flange), S sections
(American Standard), and HP, and PZ piling that satisfy a variety of material specifications.
Standard mill lengths available for these sections range from 30 to 60 ft. With sufficient quanti-

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ties and sufficient lead time, longer lengths may be available. AISC's "Modern Steel Construction" yearly January issue provides information on different shapes available domestically from
various mills. The designer will check the availability of shapes before specifying their use in a
structure. Go to http://www.nucoryamato.com/staticdata/RollCastSchedule.pdf for casting schedule.
Plate mills produce flat sections that are used to fabricate plate girders, connector plates, gusset
plates, etc. Plate steel is also produced in a number of different material specifications. Larger
plate mills have a width limitation of 150 in. The maximum available plate length varies by mill
and cross-sectional dimensions of the plate. The Burns Harbor Plate Mill capacity limitations
should be used for this purpose. See Burns Harbor Plate Length Availability
The designer should verify that the plate length requested between the shop splices are available.
Provide alternate shop splice locations by using the following guidelines for considering plate
lengths.
Structural Steel Members: Guidelines for plate girder shop splices
Flange plates < 80 ft. should be one piece field splice to field splice
See the Bridge Design Manual (BDM) Section 6.4 for minimum flange thickness & width
requirements vs. span length
Flange plates > 80 ft. should show two optional shop splices
Minimum length of plate is 60 ft. in positive moment, 40 ft. in negative moment area
Center about pier or maximum positive moment unless directed otherwise
Flange splice and web splice shall be offset > 6 in.; more if any thickness > 2 in.
Flange or web splice shall both be offset from any stiffener by > 6 in.; more if any thickness
> 2 in.
Flange plates > 100 ft. should show two shop splices
Minimum length of plate is 60 ft. in positive moment, 40 ft. in negative moment area
Center about pier or maximum positive moment unless directed otherwise
If thicker plate extends to the field splice - redesign of the splice may be required
A splice thickness ratio of 2:1 or less is preferred. Additional length may be required.
Flange splice and Web splice shall be offset > 12 in.; more if any thickness > 3 in.
Flange or Web splice shall both be offset from any stiffener by > 12 in.; more if any thickness
> 3 in.
Flange plates > 120 ft. should show two or more shop splices
Typically a minimum of 20 ft. of flange length or 1000 lbs. of flange weight savings is equal
to an optional shop splice
Note: All shop and field splices shall be made where shown on the Contract Plans as a splice or
as an optional splice. Elimination of any splice may be requested.

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Note: If the above guidelines are followed and the fabricator requests a change in location or the
addition of a shop splice, it has been KDOTs policy to limit the stress at the proposed location to
50% of the yield stress. As such it is KDOTs Bridge Office that will accept or reject the proposed location.
* The shaded area above is the approximate tenth point limits for balanced spans
Jointless Bridge Types:
It is KDOTs policy to use integral and semi-integral bridge abutments when possible. Placing the
expansion joint on the approach pavement has numerous advantages, a failed joint will not compromise bridge elements and repairs of the approach are often less costly. For steel structures
adjacent to MSE walls isolate bridge superstructure movements from MSE wall. The substructure
must be prevented from movements that could damage the MSE wall.
6.2 Materials
Structural Steel and Properties: (Section 1600 of KDOT Standard Specifications)
Shape sections, other than pipe and tubing, are typically available in M270 or A709 36, 50, or
50W grades. Steel plate is available in M270 Grade 36, 50, and 50W. High Performance Steel
(HPS) is available in M270 Grade HPS50W and HPS70W. The LRFD Specifications identify a
number of steels that can be incorporated into bridge structures, they are identified in Tables
6.4.1-1 and 6.4.2-1 with both AASHTO and ASTM designations. Weathering steels have a "W"
appended to the grade designation (e.g. 50W, HPS70W, HPS100W). Designers should note that
the AASHTO and ASTM designations are not identical. All Flanges will be AASHTO M270 and
webs will be ASTM A709.

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The typical steels for KDOT bridge designs are Grade 50W and HPS70W. The use of hybrid sections can be cost effective. The bottom flange in positive moment regions and both flanges near
piers would utilize HPS70W, all other steel would be 50W.
Secondary members such as stiffeners, cross frames and diaphragms should be made of Grade 36
Steel unless design indicates a need for a higher strength steel. This is valid regardless of the base
metal used for flanges and webs.
For miscellaneous structural steel items, specify A709 Gr. 36, but place a note on the plans stating
A36 may be substituted. Although they are basically the same steel, A36 is more readily available
in small quantities. Requiring A709 Gr. 36 may require retesting and re-certification of A36 material, which can be expensive and time consuming.
Fatigue and Fracture:
The AASHTO Specifications require additional tests (Charpy testing) to verify the toughness of
the material. All Fracture Critical Members (FCM) must be designated according to AASHTO M
270 inclusive of requirements S84. In accordance with AASHTO Specifications, the material for
all main load-carrying members of steel bridges (rolled beam and welded plate) subject to tensile
stresses shall meet (as a minimum) the Charpy V-notch test for notch toughness (Zone 2).
Because of the increased availability and reduced costs, it is KDOTs policy to specify T3 material accordingly:
Use T3 materials for all plate girders calling out Gr.36 or Gr. 50 materials.
Use HPS material for all plate girders calling out Gr. 70 materials.
Use T3 for all rolled beams calling out Gr. 36 or Gr. 50 materials.
Use T2 for rolled shapes for all materials.
Use T3 for finger plates.
If failure of fracture critical tension members could cause collapse of the bridge, special consideration is required in accordance with a Fracture Control Plan. Fracture critical members shall be
clearly delineated on the bridge details. See Figure 6.2-1 Fracture Critical Member Designation.
for detailing example. For guidance on this particular problem, reference is made to Guide Specification for Fracture Critical Non Redundant Steel Bridge Members, AASHTO, 1978.

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Charpy V-Notch Testing:

The following information indicates when material call-out is or is not required.
1.
Fracture-Critical Members:
* Material for fracture critical members (FCM) requiring Charpy V-Notch
testing will be noted as M270 Gr.___F3 (FCM) on the plans.
* The following FCMs require Charpy V-Notch testing:
All Flanges, Splice Plates, Cross-frames, Webs, Bearings, Floor Beams,
Fill Plates > 0.375 in., Stiffeners
Fracture Critical Members must be called out on the plans.
Governing Welding Specification: D1.5 and Fracture Control Plan
2.
Non-Fracture-Critical Members (Main members):

* Material for non-FCM requiring Charpy V-Notch testing will be noted as
M270 Gr.___T3 on the plans.
* The following non-FCMs require Charpy V-Notch testing:
All Flanges, Splice Plates > 0.5 in., Webs > 0.5 in., **Cross-frames,
Fill Plates > 0.5 in., Floor Beams, **Bearings (rockers),
Intermediate Stiffeners > 0.5 in., **Bearing Stiffeners
**In some cases these members may be considered main members.
Governing Welding Specification: D1.5
Note: T3 is available in thickness greater than in most mills. Use T3 when ever possible, but
consider substitutions with material of lesser toughness for non-critical secondary members.
3.
Non-Fracture-Critical members not needing Charpy tests:
* Material for non-FCMs not requiring Charpy V-Notch testing will be
noted as A709 Gr.___on the plans.
Main Members:
Webs < 0.5in., Fill Plates < 0.5 in., Stiffeners < 0.5 in.,
Splice Plates < 0.5"
Non-main Members:
Drainage, Bearings (Rockers), Bearings (plates), Diaphragms, Cross Frames,
Fill Plates (not developed), Finger Joints (< 6 in.), Expansion Device
Armoring, misc. hardware.

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Non-main members must be called out as non-main members on the plans.

Fracture Critical Members:
Fracture critical members shall be clearly delineated on Bridge details. The following note shall
be placed on the General Notes and Quantities sheet.
Fracture Critical Members
This structure contains members which are fracture critical. Fracture critical members (FCM) are
delineated in the details. These members and plates shall be clearly labeled on shop drawings.
General note NOT6120 shall be placed below the Summary of Quantities block on the General
Notes sheet. The note reads "This bridge contains Fracture Critical Members..." and should be
placed so it will not be missed.
Figure 6.2-1 Fracture Critical Member Designation.
Structural Fasteners:
Bolts:
All Bridge Fasteners for Primary and Secondary members use DTIs washers.
For most steel bridge applications ASTM A325 high strength bolts should be used. The LRFD
specifications also include ASTM A490 high strength bolts. Due to reduced availability and

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higher cost, A490 bolts should not be used without first consulting the Senior Squad Leader
assigned to the project. A490 bolts cannot be sold with plating, galvanizing, or mechanical zinc
coating, so their use as field bolts could be problematic. Lengths are limited to 6 in. for these bolts
and availability for lengths over 4 in. for A490 should be verified before letting. A325 or A490
cannot be welded or tack welded due to the high carbon content. Lengths for all structural fasteners will conform to grip tables in Table 6.4.7-1 KDOT Plate Grip Table for Structural Bolts
For applications where strength is not the primary design consideration, ASTM A307 bolts may
be used. ASTM A307 bolts are used where welding of the bolt head is required (as in anchorages
for expansion joints or brackets).
Additional fastener information may be found in "Mechanical Fasteners for Steel Bridges", Vol. I,
Chapter 4A, Highway Structures Design Handbook, April 1996.
A Type 1 bolt designation is used for steels other than weathering steel. Type 3 is used for weathering steel. Both ASTM A325 and A490 may be Type 3. Type 1 bolts may be either hot dipped
(ASTM A153) or mechanically galvanized (ASTM B695). Galvanized bolts must be retested
after the coating is applied and are shipped with a visible dye (blue) wax coating.
Anchor bolts must conform to AASHTO M314 Grade 36, 55 or 105 galvanized. Swedged anchor
bolts according to KDOT Standard Specification 1615.
Nuts:
All nuts must conform to ASTM A563 for the Property Class and design style of the nut. Use
Grades DH, DH3, C, C3 and D for ASTM A325. Nuts for ASTM A490 Type 3 shall be Grade
DH3.
Washers:
Washers must conform to ASTM F436 except Direct Tension Indicators (DTI) which conform to
ASTM F959 Type 1 uncoated or Type 3 weathering. NOTE: KDOT does not use indicator
type DTIs (squirters or bleeders), but uses a feeler gauge to measure the gap or lack of gap in the
DTI which indicates the tension in the bolt shank.
Beveled washers are used when the angle formed between the nut or bolt head contact surface and
the member is 20:1 or greater.
Plate washers are used for round holes larger than oversized or elongated/slotted holes. Plate
washers have a minimum thickness of 5/16 in.
For all standard bolting operations of primary and secondary members KDOT uses a hardened
washer under the turned element and a DTI under the static element.
Shear Studs:
Welded shear stud connectors can be either field or shop applied based on the Contractors choice,
but in either case shall conform to ASTM A108 Grades 1010 through 1020.

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Weld Materials:
Shop welding materials (filler materials, electrodes and consumables) are governed by AWS
D1.5. For calculations involving the capacity of welds the designer shall assume materials consistent with E 70XX type electrodes for all structural steel materials, unless known otherwise.
The designer will verify the shop details weld procedures are on the approved list for that fabricator.
Coating Types: (Section 700 of KDOT Standard Specifications)
Paint all structural steel, which require a coating system, in compliance with the Structural Steel
Protective Coatings Council (SSPCC) requirements. New steel bridges may be either comprised
of weathering or non-weathering steel. Both require protective coatings to be applied and both
have limitations for use. Currently new steel is blasted to a SP-10 and prime coated with inorganic zinc and existing steel is blasted to a SP-6 and prime coated with organic zinc. Both new
and existing are top coated with water borne acrylic.
Bearings:
Steel plate used for bearings shall be ASTM A709 Grade 36 or 50 or ASTM A514. Pins for steel
bearings shall be ASTM A668. Castings for bearings shall satisfy ASTM A148, Grade 40 - 80.
Do not use weathering steel for any bearing device application other than for elastomeric without
PTFE.

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6.3 Layout
Tangent Layout:
This is most common and least complicated bridge layout. The designer is reminded to look for a
PT (point of tangent) or PC (point of curvature) on the roadway near the ends of the structure indicating a possible transition zone for the roadway cross-slope. The design will use a Type B shop
laydown unless long/deep spans are used and the fabricator limitations require a Type C. The
designer will get prior approval, from the State Bridge Office, to use Type C shop laydown.
Horizontally Curved Layout:
The designer will verify that the structure does not have a superelevation transition on the bridge.
Sections in transition will have warped deck sections and a unique cross-frame layout. Extra care
will be given to these areas to prevent cuts in the slab from negative fillets.
In order of progressing difficulty the designer should consider the following possibilities for laying out a curved steel bridge:
For a structure on a horizontal curve having a large radius, when compared to the length of
the bridge, a rectangular framing system can be used rather than a curved framing system. A
rectangular deck can be cast with the striped following the curve. This will create variable
shoulder widths and equal overhang widths. Verify that the shoulder width will not be less
than required by the road design cross-section. After consulting the road designer, the bridge
designer can move the centerline of the structure half the mid-ordinate distance. Use a Type
B shop laydown for this bridge layout type.
Note:
The rule-of-thumb for detailing a rectangular deck and girder system for a road section
with a large radius is; if the mid-ordinate of a chord taken from centerline of abutment to
centerline of abutment is less than 12 in. then the previous method can be effective.
Another method for a curved roadway is for rolled beams to be used as short chords from
field splice to field splice with a kink in the beams. This kink in plan view, is located at
the field splice. For this system a curved deck is cast. The variations in the overhang width
should be minimized and the shoulder width must not be less than that required by the road
design cross-section. Use Type B shop laydown.
Both rolled beams and plate girders can be horizontally curved when the radius/ bridge length
combination is too great to apply the previously mentioned methods. For large radius bridges
the designer will use Type B shop laydown. When the bridge has a smaller radius or if the
structure has a transition to superelevation on the structure the designer will use a Type A
shop laydown.
When the roadway curvature dictates curved members are required the designer is to consider
the use of parallel bents to simplify the layout, fabrication and construction. This approach
maintains a constant span length and skew angle relative to a local tangent (if the structure is
skewed).

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orizontally Curved Layout (continued):

Lastly, if the structure is horizontally curved and skewed greater than 35 degrees, the designer
will layout the structure radially. This will cause the span lengths and skew angles to vary for
each bent and span.
Expansion bearing layout for structures which have members horizontally curved or kinked
must lay-out along a chord. The chord is taken from the location of fixity on the structure to the
bearing being considered for layout. See Figure 6.3-1 Alignment of Bearing Devices for additional information.
For further guidance on design of curved girders, reference is made to "Highway Structures
Design Handbook" Vol II, U.S. Steel; Fabrication Aids for Girder Curved with V-Heats" by U.S.
Steel; Deflection and Camber Loss in Heat-Curved Girders," Transportation Research Board
950.

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Figure 6.3-1 Alignment of Bearing Devices

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Figure 6.3-2 Curved Bridge Geometry
Girder Spacing:
Although girder spacing can have many variations depending on the bridge site conditions,
KDOT uses 8 ft. girder spacing for all standard roadway widths. Wider spacing requires deeper
sections, and heavily reinforced deck slabs. Wider girder spacing does allow the use of less girder
lines however, disadvantages to this philosophy include taller piers for the deeper girders, roadway clearance issues and difficulty in bridge deck replacement when phase construction is
required.
Phasing:
In developed urban areas the designer will consider the effects of future repairs and rehabilitation
on the traveling public. In instances where an existing structure is to be replaced and phasing is
required the designer will make every effort to phase on three girder lines as a minimum. It was
common practice in the past that bracing was not used in all bays. The existing structure, to be
used for carrying traffic during construction, must have cross-frames in all bays.

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Where there is 2 in. or more of differential deflection due to concrete placement between the
phases use a closure pour if the roadway width is sufficient. Regardless of deflection amounts
disconnect the lateral bracing in the bay between the phases, field drilling may be required to
avoid overstressing the members.
Unit Changes:
Unit changes are points of discontinuit. Unit changes may occur for various reasons, more commonly its because of the overall bridge length. Section changes, material changes or superstructure type changes all result in unit change. In a long structure, where a unit change is required for
thermal expansion limits, the unit change may be at the pier or at a hinge location. In most cases a
common pier is recommended. With a common pier the structure is discontinuous, basically
creating long end spans within the structure, the structural members will be less efficient. If a
hinge is used in a span, it will be the shelf type instead of the older style pin and hanger type.
Locating the shelf type hinge at the dead load inflection point is recommended. An elastomeric /
PTFE bearing device is preferred for this application.
Expansion Joint Location:
Use integral or semi-integral abutments whenever possible. Joints in the approach is preferred
over joints in the bridge structure. The designer will consider the grade on the bridge if joints are
required. Consider fixing the lowest elevation on the structure to prevent the joint from closing
due to creep downhill of bearings and pier columns.
Expansion Joint Types:
Expansion joints are a source of regular maintenance. KDOT has had success by placing Membrane Sealant type expansion joints on the approach slabs. See RD712 for details. For joints on
the bridge structure, the use of armored strip seals on non-skewed bridges works fairly well for
intermediate length expansion. Use finger or sliding plate expansion joints with sealing troughs
for larger length expansion. Modular joints are problems in operation and in repair, do not use
without prior approval from the State Bridge Office. See 14 EXPANSION JOINTS AND
BRIDGE BEARINGS for further information on expansion joints.
Bearing Layout and Types:
Bearing type selection is a function of the type of structure and layout of the structure. For smaller
structures, with spans less than 200 ft., use elastomeric or elastomeric/TFE devices. For spans
greater than 200 ft. use steel bearings. For horizontally curved bridges where the curve is greater
than 2.5 degrees use pot bearings. Layout the bearings along the chord for curved structures. See
14 EXPANSION JOINTS AND BRIDGE BEARINGS for further information on bearing device
type and layout.
Shear Stud Layout:
KDOT uses shear studs in both the negative and positive moment regions to effect composite
action. Avoid placing studs at centerline of bearing, offset the stud a minimum of 18 in. to avoid
maximum stress regions. Avoid bolted field splice locations by offsetting the stud from the end of
the splice plate by not less than 6 in. to avoid fit-up conflict. The Contractor will decide to either

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6.3.1 Cross Frame Layout

Cross frames and diaphragms will meet the requirement of Article 6.7.4 or as directed in this section. These members shall be designed to resist loads as given in Article 6.7.5.1 and bracing
requirements of Article 6.10.8.2. Current LRFD criteria for lateral bracing layout requires the
designer to investigate the demand, but places no upper limit on the maximum spacing as in past
versions of the Standard Specifications. Tests have indicated the cross frame force is equal to
approximately 2 percent of the compression flange force. Diaphragms or cross frames shall be
placed at each support and throughout the span at 25 ft. maximum centers in all bays. Additional diaphragms or cross frames may be required for curved girders and exterior beams to aid in
control of torsion. The intermediate cross frames need to be designed for L/r requirements only.
When calculations for spans over 125 ft. indicate that lateral wind bracing is not required to provide adequate bracing against wind loads, the diaphragms or cross frames will meet the requirement of L/r of 140 per Article 6.9.3 for a secondary compression member.
Connection stiffeners shall be positively connected to both flanges. See Figure 6.4.2-2 Connection Stiffener Details
Current AASHTO information indicates for bridges skewed less than or equal to 20 degrees the
intermediate diaphragms or cross frames shall be located parallel with the skew. With proper evaluation KDOT allows, for skews less than 40 degrees, intermediate diaphragms to be placed along
the skew. For skews greater than 40 degrees, place cross-frames or diaphragms normal to centerline of main member. This placement will result in differential deflections at the ends of the diaphragms. It is recommended to use a low (bolted) connection at these locations. On welded plate
girders, if diaphragms are offset (staggered), place stiffeners on both sides of the web, see Figure
6.4.2-1 Transverse Stiffener Details. This will reduce distortion induced effects. See Figure 6.4.22 Connection Stiffener Details.

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Figure 6.3.1-1 Cross Frame for Skewed Bridges

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Figure 6.3.1-2 Transverse Stiffener Placement
Guidelines for Connection Stiffener Layout:

For skewed structures place the stiffeners along the skew for angles equal to or less than 20
degrees.
For skews greater than 20 degrees on plate girders use bent plate gussets to attach crossframes or use bent stiffeners.
For skews greater than 20 degrees on rolled beams use bent stiffeners to attach bent plate diaphrams.
At expansion joint locations, with skew equal to or less than 20 degrees, skew the stiffeners.
For skews greater than 20 degrees offset the stiffener to align the device hardware to be supported on the frame.
When cross-frames are not placed along the skew, but normal to the web, add a back-up stiffener as shown in Figure 6.3.1-1 Cross Frame for Skewed Bridges
NOTE: All connection stiffeners must be positively connected to both flanges.

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6.4 General Dimensions and Details

Depth-to-Span Ratio:
The minimum traditional depth, for constant depth steel girders, according to Table 2.5.2.6.3-1 is:
Type
Simple
Span
Continuous
Span
Over all depth of composite I-Beam
0.040L
0.032L
Depth of I-Beam portion
0.033L
0.027L
Trusses
0.100L
0.100L
KDOT has used these ratios successfully for preliminary design.

Plate Girder Member Sizes:
Flange Plates:
Constant width flange plates simplifies deck forming for the Contractor and constant width
flanges help the Fabricator. The shop can strip flange plate efficiently rather than welding run-out
tabs to each width transition for each girder line. For erection and handling purposes the girders
will have minimum flanges sizes listed below:
Size
Length
PL " x 10"
< 80 ft.
PL 1" x 12"
> 80 ft. < 150 ft.
PL 1" x 15"
> 150 ft.
To effect economy in steel bridges, the requirements for stress should correspond to the change in
moments. Improved and efficient welding procedures make flange splices more economical.
However, least weight designs mixes a wide variety of sizes and shapes, which is not practical.
The increased labor costs incurred by splicing often more than offsets the material cost savings.
Generally, to simplify fabrication, flange plates should be the same size from field splice to field
splice for spans up to approximately 100 ft. For spans greater than this, a general guide would be
to limit plate lengths to a minimum of approximately 20 ft. In addition, an average of about 1,100
lbs. of flange material should be saved to justify the introduction of a flange shop splice.
If a fabricator requests and receives permission to continue a larger plate rather than use splices
as detailed, or any change effecting geometry or capacity, revise the girder plan details, shop
details and resubmit the required computer model to KDOTs load rating section with an explanation of the changes.

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Field splices should be located close enough to each other so individual pieces will be stable without buckling during lifting and when set in place. As a general rule, the unsupported length of the
field piece divided by the minimum width of compression flange should be less than 85. Girder
segment length and depth should be limited to 120 ft. and 10 ft. respectively with a maximum
mass of approximately 90 tons. Shop capacities of several companies which commonly fabricate
girders for KDOT can be found at the following Internet website: http://www.ksdot.org/burdesign/bridge/fabricator.asp
Proportioning Webs and Flanges:
Reference is made to "Design of Welded Structures" by Omer Blodget, published by Lincoln Arc
Welding Foundation for methods of computing the optimum girder depth. According to the criteria presented, the optimum girder depth would be one-half the weight of steel in the web and
one-half in the flanges. Clearance restrictions in many cases prevent the use of the optimum
depth. Since the composite action of the girder applies only to the live loads, Blodget's procedure
may be used as a guide. Maintain constant flange widths when possible, this reduces the amount
of run-off tabs during fabrication and allows gang cutting.
Web Plates:
Efficient web design requires designers to estimate the cost of using transverse web stiffeners versus the cost of specifying a thicker web plate to reduce the number of stiffeners. One rule of
thumb is to use the 1-2-4 estimating guide. That is, if the girder steel is $1 per pound, then the
cross-frame and diaphragm steel is $2 per pound and the stiffener and intermediate stiffener steel
is $4 per pound.
Note: A trial solution for longer spans use a web thickness 1/16 in. less than required for an unstiffened web. For spans less than 100 ft. in length, use a constant web thickness between field
splices.
Note: Unless unusual conditions exist, use a constant depth web for spans less than 200 ft.
Rolled Beam Member Sizes:
Rolled Beams, unlike plate girders, cannot be tailored to match the stress profile. The designer
will find a series within the AISC beam tables for W sections that match the demand. Beams
within a series have the same overall height so fill plates will be needed only on the interior of
the flange and possibly the web. It is quite common to have the lighter section in the series for the
positive moment region and then step up one or two sizes within the same series for the negative
moment regions. Common beam sizes are W 24 thru W 40, recently a W 44 section has been
made available for use, the designer should call for availability as these shapes are not rolled as
frequently.
Grading for Vertical Curvature and Camber:
The designer will change girder or beam profile by inserting a point of inflection (PI) or kink at
the bolted field splice rather than at a shop splice location. If the kink was allowed at a shop
splice and the fabricator wants to carry the heavier section from field splice to field splice, all the
elevations would have to be recalculated.

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The minimum fillet f for rolled beams or plate girders will be 1 in. to allow for field variations.
Figure 6.4-1 Fillet Depth Computation for Steel Girder
Procedure to determine fillet depth f for proper

placement of deck forms:
+ T.D.
(Top of Deck elevation at final grade)
-T
(Slab Thickness)
+ Concrete Dead Load Deflection: downward deflection

is added, upward deflection is subtracted.
- T.F.
____
=
*(Field Shot at Top of Flange after all

Structural Steel has been erected)
(Fillet height required)
* Take elevations on top of flange at centerline of bearings,

at 10th points and at centerline of field splices of each span.
** If fillet depth is less than zero or if stud embedment is less
than 3 in., grade may have to be adjusted
Note: Reinforce fillets if height is greater than 4 in. for horizontally curved bridges, or
greater than 6 in. for bridges built on tangents.

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Figure 6.4-2 Fillet Reinforcement
6.4.1 Welding
The most common welds for plate girder fabrication are groove and fillet welds. Groove welds for
connecting plates of different thickness are to develop the full strength of the thinner part joined.
The strength of fillet welds is developed in shear and is determined by the effective throat dimension and the weld length. The size of a fillet weld is designated by leg size and the minimum size
shall be 1/4 in.
Fillet welds greater than 5/16 in. require two passes by the automatic welder, which is time consuming and expensive. Most web to flange fillet welds do not need to be greater than 5/16 in. Web
to flange fillet welds greater than 5/16 in. should be verified by design. Depending on the thickness of material, the table below should serve as a guide to determine the size of fillet weld to be
used.

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GIRDER WELD TABLE

FLANGES TO WEBS, STIFFENERS AND CROSSFRAME
CONNECTION PLATES TO WEBS AND FLANGES
THICKNESS OF THICKEST
PART JOINED
*MIN. FILLET
WELD SIZE
3/4 in. OR LESS

OVER 3/4 in.
1/4 in.
5/16 in.
*WELD SIZE NEED NOT EXCEED THE THICKNESS

OF THE THINNER PART JOINED
Call out the type of weld on the bridge plans. Do not call out a D1.5 weld procedure. The Fabricator will specify the weld procedure on the shop drawings. This procedure is indicated on the tail of
the weld symbol. Weld procedures are reviewed for acceptance by the KDOT Materials Section.
A compilation of prequalified welds from fabricators is available on the State Bridge Office
Intranet webpage. It is the responsibility of the Bridge Section personnel or its Consultant checking shop details to ascertain if the weld procedures called out are current and match the application. Exceptions to the pre-qualified weld procedures are proprietary items and other items with
Type "D" certification.
KDOT has shown a double bevel weld detail on plates with thickness > in. See Figure 6.4.1-2
Flange and Web Welded Splice Configurations. Modern fabricators can accomplish this weld
using a single bevel weld. KDOT allows the single bevel detail as long as the final product is
acceptable to the KDOT Materials Engineer.
On the weld symbol used for welded girder shop splices, the "G" for grind above the "flush"
contour symbol is not required. The required finish may be obtainable without grinding. Omitting
the "G" does not prohibit the Fabricator from grinding, if grinding is needed to obtain the required
finish.
Material and construction shall conform to the KDOT Specifications and the AASHTO/AWS
D1.5 Bridge Welding Code. Material not covered by the Bridge Welding Code will be covered by
AWS D1.1. This includes structural tubes and other ancillary material used in signing and lighting
structures.

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Figure 6.4.1-1 Cope Detail at Welded Field Splice

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Figure 6.4.1-2 Flange and Web Welded Splice Configurations

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6.4.2Transverse Stiffeners
Intermediate Stiffeners:
Intermediate transverse stiffeners shall be 3/8 in. minimum thickness and welded to the web with
a 1/4 in. minimum continuous fillet weld. The stiffeners will normally be placed on one side of
the web (inside face) and shall be welded to the compression flange and tight fit at the tension
flange. The vertical distance between the end of the stiffener weld and the near edge of the
web-to-tension flange fillet weld shall be no more than six times nor less than four times the web
thickness. Stiffener plates shall be clipped 1 inch horizontally to clear the fillet weld. The welds
shall end 1/2 in. from the clip. If the intermediate stiffeners are used as connecting plates for cross
frames, the stiffeners shall be welded (preferred) or bolted to both flanges and the flange stress at
the stiffener shall be investigated for, See Figure 6.4.2-1 Transverse Stiffener Details.
On welded plate girders, if diaphragms are offset (e.g. a skewed bridge), place the stiffeners in
pairs and attach them to the flanges (interior girders only). This will stiffen the web-stiffener area
and reduce-out-of-plane bending. See Figure 6.4.2-2 Connection Stiffener Details
Bearing Stiffeners:
For all bearing devices provide bearing stiffeners in accordance with Article 6.10.11.2. Without
exception, use bearing stiffeners on both sides of the web on all girders and as close as practical to
the outer edges of the flanges.
The bearing stiffeners shall be tight fit at the top flange and milled (or ground) to bear at the bottom flange meeting the requirements of the ANSI/AASHTO/AWS D1.5 Bridge Welding Code, This
means 75% of the end area of the stiffener shall be "in contact" with the flange. "In contact" is
defined as fitting within 0.010 in. for 75 percent of the projected area with no gap more than 1/32
in. for the remaining 25 percent of the projected area. Bearing stiffeners shall be fillet welded to
the web and to both the top and bottom flange. Welding is required to satisfy the requirement for a
positive connection for stiffeners connected to cross-frames or diaphragms. At the fabricator's
option, the bottom of the bearing stiffener may be welded with a complete penetration weld. This
is typically done for bridges with skew angles greater than 35 degrees.
As an option, the Bearing Stiffener may be bolted to the top flange. This option should only be
used in cases where there is a problem. Bearing stiffeners shall be clipped as described above for
intermediate stiffeners. The total end reaction transmitted to the bearings from maximum factored
design load will not exceed the maximum strength of the bearing stiffener acting as a column and
the fillet weld connecting the web to the stiffener per Article 6.10.11.2.

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Figure 6.4.2-1 Transverse Stiffener Details

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Figure 6.4.2-2 Connection Stiffener Details

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6.4.3 Longitudinal Web Stiffeners

On longer spans transverse stiffeners and longitudinal compression web stiffeners may be economical. Longitudinal stiffeners are used for haunched I- girders, tub girders, straddle bent, cap
beams and shelf type hinge locations where the increased depth or high stresses would otherwise
require a thicker web. A cost comparison should be made to justify the use of longitudinal stiffeners. The longitudinal stiffeners will be continuous where practical and should be welded to intersecting connection stiffener, a space of four to six times the web thickness should be left between
the vertical connector weld and the longitudinal stiffener weld. To avoid weld intersection, the
transverse stiffeners are coped to clear the longitudinal stiffener to web fillet weld. See Figure
6.4.3-1 Longitudinal Stiffener Details for additional information. The longitudinal stiffeners
should be placed on the opposite side of the web from the transverse stiffeners. This will minimize the number of places where longitudinal and transverse stiffeners intersect. The exceptions
to this are diaphragm or cross-frame connection stiffeners. The longitudinal stiffener should not
be designed as a part of the compression flange. The stiffener stress in compression should not
exceed Article 6.10.11.3 A stability analysis of a longitudinal stiffened web panel subjected to
pure bending has shown the optimum location for the longitudinal stiffener is about 2Dc/5 from
the compression flange.
The design of longitudinal stiffeners requires adherence to Article 6.10.11.3.2. (1) Use the maximum width-to-thickness ratio to avoid premature local buckling of the stiffener, to control web
deflections and promote stress redistribution up to ultimate load; (2) Restrict the moment of inertia not to exceed the value given in the above article to force the formation of a nodal line in the
stiffened panel. With the longitudinal stiffener at the 2Dc/5 location, the bending stresses along
the cross section are close to linear; (3) Strength design also requires a minimum radius of gyration be provided to prevent lateral buckling of the stiffener when carrying the linear compression
stress at the level of the stiffener due to bending; (4) Area must be provided so the shear tension
field force is anchored, allowing sub panels to develop in the beam. This area is adequate if conditions 1, 2 and 3 are met. Longitudinal stiffeners also will subject transverse stiffeners to concentrated forces at the intersection of the two stiffeners. Strength design requires the transverse
stiffener have a minimum section modulus to carry this force.

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Figure 6.4.3-1 Longitudinal Stiffener Details

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6.4.4 Cross Frame/Diaphragm Details for I-Shaped Members

For I-shaped sections, diaphragms or cross frames shall be as deep as practical, but as a minimum
should be at least 1/2 the beam depth for rolled beams and 3/4 the girder depth for plate girders.
Diaphragms for rolled beams and for welded plate girders with a web plate depth less than 4-0"
generally consist of a bent plate bolted to stiffeners. It is preferable to bend the plate transverse to
the direction of final rolling. Plates equal to or less than 8-0" can be bent transverse to the direction of final rolling. A bent plate longer than 8-0" will have to be bent parallel to the direction of
rolling. This increases the possibility of cracking the plate during bending; therefore the bending
radius is to be increased. For bent plates less than or equal to 8-0" in length use a minimum bending radius of 2.0t. For bent plates over 8-0" in length, use a minimum bending radius of 3.0t. (t =
plate thickness; the above computed radius applies up to in. plate thickness.)
Cross frames shall be used for plate girders with a web depth 4-0" or greater. For skewed and
curved bridges, the depth of diaphragms shall be the maximum suggested and cross frames shall
be as deep as practical. Cross frames for horizontally curved bridges will have both top and bottom chord members per Article 6.7.4.2 The connecting plates should be welded to the web and
both flanges of the girder.
Additional diaphragms may be required for stability during construction when there is a large
overhang and/or shallow beams. For continuous spans, closer spacing of diaphragms will be
required between the pier and the point of inflection due to the unsupported compression flange.
When feasible, cross frames should be shop fabricated in one piece with welded gusset plates for
field bolting. Since the cross frames cannot be lowered vertically between girder flanges, particular attention is required to avoid clearance problems during field erection. A clearance of at least
10 in. should be provided between the top of the cross frames or diaphragms and the bottom of the
deck slab to allow space for forming and removal of forms.
Per Article 6.16.3 pier cross frame or diaphragm members will satisfy Article 3.10.9 & 4.7.4.4.
Tributary seismic force effects will be transfered through these members to ensure a complete
load path into the substructure. Gusset plates, bolted connections and all member will be designed
to transfer the seismic forces effects from the superstructure into the substructure.

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Figure 6.4.4-1 Typical Cross Frames

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Figure 6.4.4-2 Typical End and Pier Cross Frames

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6.4.5 Lateral (Wind) Bracing

The need for lateral bracing on all simple or continuous spans shall be investigated in accordance
with Article 6.7.5 On continuous spans, lateral bracing shall be provided only for the spans requiring bracing under Article 6.7.5. Unless investigations show that during construction lateral bracing is needed, the top flange of continuous composite bridges does not require lateral bracing
since the top flange is considered continuously supported. The requirement for lateral bracing of
the bottom flange is to be investigated. Bracing shall normally be composed of angles or structural tees. The smallest angle used in bracing shall be 3in. x 2 in. x 5/16 in. There shall not be
less than two fasteners or equivalent weld in each connection of the angles. Members for lateral
bracing shall be designed for L/r140 and b/t 16. Lateral bracing, when required, should be
bolted to the flange or web per Figure 6.4.5-1 Lateral Bracing Details. When this is not practical
the lateral bracing will coincide with locations of transverse stiffeners and detailed according to
Article 6.6.2.

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Figure 6.4.5-1 Lateral Bracing Details

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6.4.6 Integral Abutment Beam Supports

It is currently KDOTs policy to eliminate expansion joints on bridges where possible by the use
of jointless or integral or semi- integral bridge abutments. Figure 6.4.8-1 and 2 show beam support methods preferred by KDOT for integral abutments. It allows for the piling to be installed
and the lower abutment beam to be cast with the beam support cast into the top. From a construction view point, the detail has adjustment for grade and allows thermal expansion to occur during
construction. For bridges on grades greater than 1% or with adjacent expansion bearings or some
combination of the two, pintle bolts with slotted bottom flange should be used to control and
guide the girder end. See figure below. Install a bolt through the top of the support on both side of
the web as shown below to limit the translational movement without causing rotational restraint.
Figure 6.4.6-1 Auxiliary Abutment Beam Support Details

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Figure 6.4.6-2 Abutment Beam Support Details

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6.4.7 Bolted Connections

Connections will be designed and detailed as bolted connections. Secondary member welded
joints need not be detailed on the plans.
Do not use minimum edge distance on the bolt splices. This applies to both the distance from a
splice, and the distance from the edge of a flange.
Main member connections will use 7/8 in. diameter bolts. Bolt holes will be 15/16 in. diameter.
No oversized or slotted holes will be allowed in main members.
Secondary member connections will use 3/4 in. diameter bolts. Bolt holes will be 13/16 in. diameter. Oversized and/or slotted holes may be used on one of the two members connected. Use two
hardened washers on connection details involving oversized holes; thus, a washer is placed
against both the oversized hole and the turned element.
All high strength bolts shall be equipped with direct tension indicators (DTI's).
When designing Slip-Critical Connections using A325 bolts, use an allowable bolt slip resistance
based on Class A, Oversized holes.
For weathering-steel beam splices, use an allowable bolt slip load based on Class A, Oversized
holes. Faying surfaces of weathering steel splices must be blast cleaned. Use bolts, nuts and washers which have corrosion resistance similar to weathering steel. (i.e. ASTM A325 - Type 3).
Specify bolt types which are available, for example, there are no ASTM A709 Grade 36 bolts. A
correct way to specify this material for fabricated bolts is to state: bolts will be made from
ASTM A709 Grade 36 (or Grade 50) material. Anchor bolts may also be specified by AASHTO
M314 or ASTM F1554 (Grades 36, 50, or 105).
For anchor bolts use either rolled or machined (cut) bolt threads are acceptable for KDOT work
except that cyclically loaded anchor bolts shall have rolled threads.
Ancillary items attached with cast in anchor bolts (other than bearing devices), such as hand rails
or sound walls, etc., will have a leveling nut under the base plate. This will allow the base plate to
be clamped between two nuts and not rely on the bond or anchorage into the concrete.
A325 bolts over 6 in. in length require special order and will cause a considerable delay in delivery and additional cost. When bolts over 6 in. in length are required for ancillary items, such as
bridge drains, etc., the designer should consider the use of ASTM A1554 or A307 bolts.
On widening or phased projects, diaphragm connections to existing or first phase girders will be
field drilled by using the shop drill holes as templates for the existing or phased stiffener.

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Filler Plates:
Bolted flange splices with unequal flange thicknesses require filler plates. Filler plates need not be
extended or developed for friction connections in accordance with Article 6.13.6.1.5. For girder
splices where the thicker flange is equal to or greater than twice the thickness of the thinner flange
an eccentricity of forces exist. This produces a moment couple which may reduce the clamping
force and thus reduce the allowable slip load per bolt as per Article 6.13.2.2. See filler plate sketch
on Figure 6.4.7-2 Fill Plate Extension.
Refer to the following guidelines concerning filler plates:
1. The thickness of fill plate should not exceed the thickness of the thinner flange plate.
2. Fill plates should not be less than 1/8 in. and not more than 1" in thickness.
3. Fill plates on high strength girders need not be high strength steel unless the fill plate needs
to be developed.
4. Fill plates less than 1/2 in. need not meet fatigue requirements.
5. Fill plates less than 1/2 in. used on unpainted weathering (Grade __W) steel girders
shall be painted (prime coat) and need not be weathering steel. Fill plates equal to or
greater than 1/2 in. used on weathering steel girders shall also be weathering steel.
When specifying filler plate material, the following stipulations apply:
1.The minimum thickness of A36 (ASTM A709 Gr. 36 or AASHTO M270 Gr. 36) plate
available is 3/16 in. Thicker plates come in 1/16 in. increments.
2. Sheets less than 3/16 in. are measured using gauge. (11 ga. = 0.1233 in. approximately =
1/8 in.). The sheets are made of ASTM A570 (hot rolled) or ASTM A611 (cold-rolled) steel or
ASTM A1011 (hot rolled).

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Table 6.4.7-1 KDOT Plate Grip Table for Structural Bolts

GripLengthsforA325andA490BoltsUsingLoadIndicatorWashers(IncludesallowanceforoneLoad
IndicatorWasherandonehardenedwasherpositionedasshownbelow)
BoltLengthin.
BoltDiameter,in.

1
1&1
RangeofGripLengths,in.
1
3/163/8

1
7/165/8
3/163/8

1
11/167/8
7/165/8
5/161/2

2
15/1611/8
11/167/8
9/163/4
7/165/8

2
13/1613/8
15/1611/8
13/161
11/167/8
7/165/8

2
17/1615/8
13/1613/8
11/1611/4
15/1611/8
11/167/8
7/165/8
2
111/1617/8
17/1615/8
15/1611/2
13/1613/8
15/1611/8
11/167/8
3
115/1621/8
111/1617/8
19/1613/4
17/1615/8
13/1613/8
15/1611/8
3
23/1623/8
27/1625/8
115/1621/8
23/1623/8
113/162
21/1621/4
111/1617/8
115/1621/8
17/1615/8
111/1617/8
13/1613/8
17/1615/8
3
3
211/1627/8
27/1625/8
25/1621/2
23/1623/8
115/1621/8
111/1617/8
4
215/1631/8
211/1627/8
29/1623/4
27/1625/8
23/1623/8
115/1621/8
4
33/1633/8
215/1631/8
213/163
211/1627/8
27/1625/8
23/1623/8
4
37/1635/8
33/1633/8
31/1631/4
215/1631/8
211/1627/8
27/1625/8
4
311/1637/8
37/1635/8
35/1631/2
33/1633/8
215/1633/8
211/1627/8
5
315/1641/8
311/1637/8
39/1633/4
37/1635/8
33/1633/8
215/1631/8
5
43/1643/8
315/1641/8
313/164
311/1637/8
37/1635/8
33/1633/8
5
47/1645/8
43/1643/8
41/1641/4
315/1641/8
311/1637/8
37/1635/8
5
411/1647/8
47/1645/8
45/1641/2
43/1643/8
315/1641/8
311/1637/8
6
415/1651/8
411/1647/8
49/1643/4
47/1645/8
43/1643/8
315/1641/8
6
53/1653/8
415/1651/8
413/165
411/1647/8
47/1645/8
43/1643/8
6
57/1655/8
53/1653/8
51/1651/4
415/1651/8
411/1647/8
47/1645/8
6
511/1657/8
57/1655/8
55/1651/2
53/1653/8
415/1651/8
411/1647/8
7
515/1661/8
511/1657/8
59/1653/4
57/1655/8
53/1653/8
415/1651/8
7
63/1663/8
515/1661/8
513/166
511/1657/8
57/1655/8
53/1653/8
7
67/1665/8
63/1663/8
61/1661/4
515/1661/8
511/1657/8
57/1655/8
7
611/1667/8
67/1665/8
65/1661/2
63/1663/8
515/1661/8
511/1657/8
8
615/1671/8
611/1667/8
69/1663/4
67/1665/8
63/1663/8
515/1661/8
8
73/1673/8
615/1671/8
613/167
611/1667/8
67/1665/8
63/1663/8
8
77/1675/8
73/1673/8
71/1671/4
615/1671/8
611/1667/8
67/1665/8
8
711/1677/8
77/1675/8
75/1671/2
73/1673/8
615/1671/8
611/1667/8
9
715/1681/8
711/1677/8
79/1673/4
77/1675/8
73/1673/8
615/1671/8
Note:UseLoadIndicatorWashersforallhighstrengthboltsconnectingmainandsecondarygirdermembersNormally,Thiswould
onlyinclude3/4"&7/8"diameterH.S.bolts.

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Figure 6.4.7-2 Fill Plate Extension

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Figure 6.4.7-3 Bolted Splice Example Details

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6.4.8 Shear Connectors

The Contractor will determine if the shear connectors are to be applied in the field or in the shop.
KDOTs Standard Specification 1617 and the bridge general notes allow both methods. This
decision is considered part of the Contractors Ways and Means and is an issue between OSHA
and the industry.
Do not specify if the shear studs are shop or field applied, the Contractor will decide, KDOT
Specifications are applicable to both methods. (OSHA trip hazard)
Use shear connectors in both positive and negative moment regions to make the structure
continuously composite.
Only use stud type shear connectors, do not use channels or other means.
Maximum spacing is 24 in., the minimum c-c spacing is 4 in., the minimum to flange edge is
1 1/2 in.
Penetrate the concrete slab a minimum of 3 in. See Figure 6.4.8-1 Minimum Dimensions for
Stud Placement on Steel Beams
Minimum top cover is 2 in.
Reinforce the fillet if the stud does not pass through into the slab and penetrate a minimum of
3 in. Figure 6.4-2 Fillet Reinforcement
Studs should be painted similar to the steel girder, particularly in a deck slab using epoxy-coated
reinforcement. Tests have shown that when the number of studs provided develops the compressive strength of the concrete, slip will be insignificant, thus allowing the beam to develop ultimate
moment.
AASHTO/AWS Bridge Welding Code has an approved procedure for fillet welding studs. However, due to a lack of quality control, this procedure should only be used for emergency shear stud
repairs.
Use the same bid item call out if the plans specifies multiple sizes (lengths) of shear studs and
recap the information in a table for information only.

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Figure 6.4.8-1 Minimum Dimensions for Stud Placement on Steel Beams

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6.4.9 Fatigue
Fatigue cracks are generally classified as either load induced or displacement induced. Load and
stress limits are placed on members to minimize load induced cracks from forming. Proper
detailing practices are used to prevent displacement induced cracks. Designers should check
connections for resistance. Material considerations for member and element will be consistent
with Section 6.2 Materials.
It is KDOTs policy, for all non redundant highway bridges or members which cannot be
inspected after erection, to be detailed for the Fatigue I Limit State, infinite life, regardless
of ADT level. For other structures, where importance and loss of service is deemed critical,
design for infinite life. The designer will discuss the impact of service loss, with the State
Bridge Design Engineer for these application(s).
Detailing practices that prevent displacement induced cracks from forming include:
Positively connecting connection stiffeners to the top and bottom flanges.
Coping longitudinal stiffeners and terminating welds before reaching the end of an element.
Top and bottom transverse stiffeners are typically coped from face of web and from face of
flange. See Figure 6.4.2-1 Transverse Stiffener Details.
When the bridge is skewed greater than 40 degrees, the use of back-up stiffeners on skewed
bridges with non-skewed cross frames can reduce this effect.
Not framing into a hard spot with a cross frame, that is, on skewed bridges with non skewed
cross frames, not having connection at a pier on one end of the cross frame and in the span on
the other end of the cross frame. See Figure 6.3.1-1 Cross Frame for Skewed Bridges for
details.
Detailing practices that help prevent load induced cracks from forming include:
Do not exceed the stress range applicable for a given detail category.
Do not place a shear stud at centerline of bearing but offset by 6 in. to eliminated potential
maximum stress range location.
Where known prone details cannot be eliminated, require Ultra-Sonic Impact Treatment
(UIT) at critical locations. This treatment is done in the field after the full dead load stresses
are imposed.
Provide bolted connections instead of welded connections for critical details within critical
locations.
Do not detail intersecting welds and/or eliminate locations where excessive restraint could
create a bi-axial or tri-axial stress state.
Do not detail intermittent fillet welds in areas of cyclic stress.
Do not terminate welds at the end of connection plates, but hold back 4 to 6 times the thickness of the materials.
Do not wrap welds around plates, the weld will have insufficient throat as it goes around the
corner and will be weakened.
Avoid welding connection plates (stiffeners, gussets or connections) to primary member webs
or flanges without large radius intersections.

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Avoid details where a longitudinal fillet (parallel to the primary direction of stress) is interrupted or terminated.
Figure 6.4.9-1 Stiffener Detail from AASHTO for wind bracing
4 - 6 tw
6.4.10 Camber, Deflection and Curvature

Welded plate girders are cambered for the total dead load deflection and vertical curvature. Normal practice is to show camber diagrams on the plans for both total dead load and total concrete
dead load at span tenth points. Provide information on the plans as shown in Figure 6.4.10-1 Minimum Information Required for Steel Girder. The ordinates shown for concrete dead load represent the amount of camber which should be in the girders after they are erected. Variations in the
actual camber are corrected by varying the depth of the concrete fillets over the girders so the finished deck will be constructed to the theoretical grade.
Rolled beams are seldom cambered. Normal practice is to show the concrete dead load camber
diagram at span tenth points. The finished deck is constructed to theoretical grade by varying the
concrete fillets over the beams to account for the dead load deflection and variations in steel fabrication.
When computing dead load deflections for short and moderate span steel bridges, the deck concrete is normally assumed to remain fluid throughout the pour. For longer span steel structures the
continuous placing option may not be allowed because cracking could occur due to the concrete
setting before the paving operation reaches the next span. In these cases, girder deflections should
be computed taking into account the placing sequence and the varying moments of inertia due to
time-dependent composite action. Place a deck pouring sequence on the plans that is consistent
with the assumptions used for camber calculations. Special consideration needs to be given to
unique structures or structures with unbalanced spans.
Currently, Article 2.5.2.6 does not limit the live load deflection for highway structures, but leaves
it to the owners discretion. In the past KDOT has successfully used L/800 as the upper limit for
live load deflection; it is KDOTs policy to continue this practice.

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Horizontally curved I-shaped girders are suitable for spans of lengths similar to straight plate
girders and are preferred in lieu of tub-shaped girders. The curvature may be achieved either by
cutting the flanges on a curve or by fabricating a straight girder then heat curving. The radius of
curvature should not be less than the requirements of Article 6.7.7.2. A common heat curving
method is a system referred to as "V" heats. When applying this system, the girder must be investigated for overstress and camber loss. Article 6.7.7.3 requires camber loss to be added to a heat
curved girder to compensate for loss of deflection after heat curving due to construction loads and
time, which is usually the first few months of service load. The loss is thought to be due to the dissipation of residual stresses imposed by heat curving. For girders with a radius in excess of 1000
ft., the extra camber may not be required. For radii less than 1000 ft. use the camber formula as
presented in Article 6.7.7.3. In all cases, the fabricator must show his procedure and make the necessary camber correction calculations.
For further guidance on design of curved girders, reference is made to "Highway Structures
Design Handbook" Vol II, U.S. Steel; "Fabrication Aids for Girder Curved with V-Heats" by U.S.
Steel; "Deflection and Camber Loss in Heat-Curved Girders," Transportation Research Board
950.

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Figure 6.4.10-1 Minimum Information Required for Steel Girder

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6.4.11 Cover Plates

General policy of KDOT Bridge Section is to avoid the use of cover plates, where feasible,
because of requirements. Studies have indicated cover plated beams, subjected to random variable stress range cycles, if not detailed properly will eventually crack if subjected to a sufficient
number of cycles. Reference is made to a report for Commonwealth of Pennsylvania by Stockbowen and John W. Fisher, Lehigh University titled " Resistance of Full Scale Cover Plated
Beams. Alternate solutions with current welding procedures generally preclude the need to use
cover plates. For most spans used by KDOT, welded plate girders can be fabricated without cover
plates. For beams, shop welding or field splices using beams of different cross-section can provide a variation in moment of inertia for positive and negative moment. It is advantageous in shop
welding to select beams in the same series since the depths between the inside faces of flanges
will match.
When cover plates are used, they shall be limited to one plate on a flange. Except for nonredundant structures, the maximum thickness shall not be greater than two times the thickness of the
flange to which the cover plate is attached. The minimum thickness shall not be less than 1/24
times the cover plate width or 3/8 in., whichever is greater. The cover plate should extend to the
end of the member or be incorporated into the bolted splice. This method of cover plating will
eliminate prone details. The width of a cover plate should be the flange width plus 1 inch per conversations with fabricators. It is recommended the designer call the fabricator at the time of design
to determine best practice.
The designer could consider the use of larger beam sections rather than cover plates. For W40
members cover plates may be effective in extending the range of applicability. For more information on cover plates reference is made to the following articles:
NSBA Steel Bridge News Journals:
Vol 4, No 1 Jan. 2003 Methods of Extending Rolled Beams, SG Burnett / JP Jones
Vol 4, No 2 April 2003 Methods of Extending Rolled Beams, SG Burnett / JP Jones
Vol 4, No 3 July 2003 Methods of Extending Rolled Beams, SG Burnett / JP Jones
NCHRP Report #102, "Effect of Weldments on the Strength of Steel Beams"
ASCE Structural Journals:
Vol 93 ST4 Aug. 1967 Commentary on Cover Plated Beams
Vol 94 ST12 Dec. 1968 Influence on Behavior of Structures
Vol 107 ST5 May 1981 Adding Life to Cover Plate Ends
Vol 110 No. 6 June 1984 Strength of Retrofitted Cover Plates
Vol 111 No. 6 June 1985 End Bolted Cover Plates

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6.4.12 Paint
New Steel:
Bridge paint systems are limited to three colors. The standard green is the default color for nonweathering steels. Weathering steels default to a brown color. Urban, highly visible or other special bridges may use the blue alternate.
When ever possible use weathering steel for all new structures where appropriate see 6.2 Materials for material call out. Inappropriate locations include salt spray areas within urban regions and
areas where there is less than 2 ft. of freeboard. See 6.4.13 Weathering Steel Guidelines for appropriate usages.
Paint weathering steel as follows: (Painting includes blast cleaning, prime coat, and top coat
unless otherwise noted.)
1) Where girder ends are embedded in the abutment, blast clean and prime coat the entire
embedded portion of the girder, including diaphragms, plus an additional distance of 2 in.
2) Blast clean and prime coat both sides of fill plates less than in. thick. Note: Fill plates
less than in. thick need not be weathering steel.
3) Paint all structural steel surfaces (not included above) within a distance of two times the
depth of the girder (2D) on either side of an expansion joint. A nearby stiffener would be a
convenient location to stop painting.
4) When drainage is allowed over the side of the deck on a plate girder bridge, and the
exterior girder is to be painted: blast clean all surfaces of the exterior girder; prime and
top coat the exterior surfaces, including the bottom of bottom flange, of the exterior
girder only.
5) When drainage is allowed over the side of the deck on a rolled beam bridge, painting the
exterior beam is not required. If a uniform appearance is desired, blast clean the entire
exterior facia of unpainted exterior girders after erection.

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Figure 6.4.12-1 Paint requirements for weathering steel
Existing Steel:
Report paint history and toxicity characteristic leaching, and procedure (TCLP) results.
**Contact KDOT Environmental Services shortly after field check to request field
reconnaissance and TCLP sample.
All existing structures which are to be repainted require investigation into the physical paint
characteristics.
KDOT will conduct Toxicity Characteristic Leaching Procedure (TCPL) tests on all existing
bridge repaint and steel bridge removal jobs which have non-lead paint systems currently on the
structure. Note a TCPL test request is required on the Field Check letter. Also note, a TCPL test is
required on the sheet attached to the Field Check letter. Put "TCPL Required" in the "Feature"
field at the bottom of the sheet and then add any Comment in the field to the right.
Definition:
Paint with a lead content less than 0.135 oz/cy (5 mg/l) is not considered lead based paint.
If the results of the toxicity investigation are positive, then include the bid item Environmental
Protection in the plans, otherwise do not include this bid item.

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Existing Bridge Painting:

Paint all structural steel and bearing devices in the existing structure in conformance with the
KDOT Specifications. The designer should note the existing structural steel paint history, including:
1. Original paint system and date.
2. Any repaint system, and if the system is Inorganic Zinc Vinyl and the repaint date.
3. TCLP analysis: Lead-based vs. non-lead.
4. The weight of existing bridge steel in pounds.
Designers should check the Maintenance Packet on steel bridge jobs. If the bridge has lead-based
paint, mention this fact in Removal of Existing Structure and/or Repair type notes.
Environmental Services will conduct the investigation and classify what Structural Classification
(Class A, B) to specify when painting existing steel bridges. Notify Environmental Services as
early as possible when painting existing steel to allow them time to do the needed investigation.
When redecking, paint the top (and vertical sides if needed) of the top flange and the studs with an
organic paint system regardless if the rest of the girder is painted with an inorganic paint system.
AASHTO/NSBA Steel Bridge Collaboration:

The documents available at the URL below are standards developed by the AASHTO/NBSA
Steel Bridge Collaboration. The primary goal of the Collaboration is to achieve steel bridges of
the highest quality and value through standardization of the design, fabrication, and erection processes. Each standard represents the consensus of a diverse group of professionals and is
approved under the Collaborations protocol for the development and adoption of standards.
As consensus documents, the Collaboration standards represent the best approach to the processes
they cover. It is intended to have Owners adopt and implement Collaboration standards in their
entirety to facilitate the achievement of standardization, but it is understood, local statutes or preferences may prevent full adoption for some. In such cases, owners should adopt these standards
with the exceptions they feel are necessary.
Kansas will use these documents as a synthesis of Industry Practice. As such, unless noted otherwise in Contract Plans and Specifications or Shop Drawings, these are the expectations for both
parties. This is a National consensus document written as an industry, not an owner, specification.
It is not intended to be a specification, nor to over-ride contract documents.
Available from AASHTO:
http://www.transportation.org

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6.4.13 Weathering Steel Guidelines

Unpainted weathering steel should be considered for the following I-section type girders on
redundant path highway bridges:
Standard rolled beam sections with or without drainage over-the-side;
Plate girder sections without drainage over-the-side;
Plate girder sections with drainage over-the-side but having paint or other protection on the
exterior face or additional web thickness on the exterior girder.
Other structure types will be considered on a case-by-case basis.
Use weathering steel (unpainted) on all except:
When the roadway beneath is less than or equal to 4 lanes and length under structure is
greater than 100 ft. or for closed sections less than 18 ft. vertical clear with abutments not
laid back (near vertical)
greater than 100 ft. and less than or equal to 16 ft. vertical clear
greater than 300 ft. and less than or equal to 16 ft. vertical clear
When there are stagnant water pools less than 8 ft. clear from standing water
Weathering steel is permissible for bridges carrying highway traffic over stream crossings and
railroads. Set the clearance to the bottom flange at least 10 ft. over stagnant water, and at least 8 ft.
over running water.
Weathering steel is permissible for grade separations under certain conditions. Avoid grade separations in tunnel-like conditions where salt spray can be deposited on the bridge steel. This
would normally occur at narrow depressed roadway sections located in urban areas with a high
traffic volume. Do not construct weathering steel in close proximity to heavy industries which are
expected to emit dust, gases, or vapors that could be deposited on and decompose the steel surfaces.
Eliminate bridge joints where possible, but when needed, expansion joints must be able to control
water on the deck. On sliding or finger-plate expansion devices, use a trough under the deck joint
to divert water away from vulnerable elements.
For weathering steel painting requirements, see Section 6.4.12 Paint.
In the shop, blast clean all surfaces of all weathering steel, including all faying surfaces of bolted
connections, to meet SSPC-SP6 specifications.

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Avoid details serving as water and debris traps. Use drip plates attached to the bottom flange of
a girder to divert water off the structure before it runs onto another bridge component (check ).
See Figure 6.4.13-1 Drip Plate Detail .
Do not use weathering steel in rocker bearing devices (or components with finished surfaces),
expansion devices, or expansion device armoring. Sole plates may be weathering steel when used
with elastomeric expansion devices.
Aesthetically, exposed weathering steel can cause unsightly staining of the substructure concrete.
A majority of the staining occurs during construction after the weathering steel is first erected and
exposed to the weather, and up until the deck concrete has been placed. Therefore, on structures
highly visible (i.e. grade separations), all substructure concrete must be protected during construction. See the Specifications for method of protecting and cleaning substructure concrete.
On structures with less visible substructures, i.e. rural stream crossings, provide grooves in the
bearing seats to direct rust-laden water down the side of the pier/abutment beam in a controlled
manner. Additional reinforcing steel cover will be required to keep proper clearance from
grooves.

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Figure 6.4.13-1 Drip Plate Detail

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Figure 6.4-13-2 Stain Control System

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Figure 6.4.13-3 Weathering Steel Guidelines

Start
Y
> 8 Clear
from still
water
Y
Unpainted
Over water ?
Vertical
clearance
16
Paint
N
Length
> 100
VC
< 18
Y
N
Y
N
Spill thru Abuts
4 Lanes
N
Y
Y
Length
> 100
N
N
Y
Length
> 300
N
> 4 Lanes
= 6 Lanes
> 6 Lanes
8 Lanes
N
Length
> 400
> 8 Lanes

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6.4.14 State Owned: Steel Let Early

On occasion, in an effort to expedite the construction schedule, the State Bridge Office will let the
steel girder fabrication earlier than the bridge proper. This may require special notes on both the
"early" girder plans and on the "bridge" plans let later:
Do not allow shop installed shear connectors.
Specify the primer coat will be done in the shop. The top coat will be done in the field.
Do not allow the welded splice option on the girder plans.
Note, splice locations are no longer optional. They will be set in the "early" plans.
Note the Fabricator-requested changes which are approved (larger flange plate continued
rather than spliced) from the "early" plans on the "bridge" plans. In short, the final "bridge"
plans should reflect as accurately as possible what was fabricated.
Place the following two General Notes on the Plans.
NOT6700 POSSESSION AND PROTECTION OF STRUCTURAL STEEL: The Contractor of
Project No. --------------- will deliver the Structural Steel to a storage area near the job site, as
approved by the Engineer and the Contractor for Project No. ---------------. The Contractor of
Project No. --------------- will be responsible for the Structural Steel following its delivery. This
responsibility includes protection against theft, damage and vandalism. Coordinate delivery of
the structural steel and all other incidentals for the installation of the structural steel with the Contractor of Project. No. ---------------.
NOT6710 STATE FURNISHED STRUCTURAL STEEL: Apply the prime coat of paint in the
shop with 1.5 mils applied to the top of the top flange. The girder studs will be applied in the field.
The structural steel erection Contractor is responsible for the final coat of paint

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6.5 Design
6.5.1 Design: General
All steel bridges will be designed and detailed as fully composite members in both the negative
and positive moment areas for the final conditions. Except where the bridge changes units, steel
bridges will be made continuous for both dead load and live load.
The primary load combinations for steel bridge design are Strength I, Service II, Fatigue I and II.
Strength I for steel is used for flexure, shear, and composite shear stud design.
Service II for steel is used for 1% cut-off, controlling yield and for slip critical connections.
Fatigue I is for infinite life and fatigue II is for finite life .
Steel sections are classified as compact, non-compact. Compact sections may be able to develop
the inelastic resistances without global or local instabilities. Non-compact sections are limited to
elastic capacities equal to or less than the yield fy. The LRFD Specification references inelastic
capacities by moment resistances Mn and elastic capacities by stresses fn.
For composite steel design, when determining stiffness for elastic properties for strength and service limit states, utilize the concrete deck in the positive moment areas by transforming the concrete to an equivalent area of steel using the modular ratio ("n"short-term). In the negative
moment areas use one-third the concrete deck (3nlong-term) or the effective slab reinforcing
steel whichever is larger.

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6.5.2 Design: Flexure

Lateral Bending:
Lateral flange bending stresses f l are included in the general flexure equations for strength, service and constructability. This lateral flange bending stress is the result of the wind force between
the cross-frames (Strength III and V only), skewed support effects at the cross-frame (all limit
states), live load and concrete placement overhang effects (all limit states) and horizontal curvature (all limit states). Most girder line analysis (1D) software only consider the wind loading for
lateral bending and neglect the other effects. The designer will investigate the assumptions of the
software being used. Where the effect(s) of any component of lateral flange bending has been
neglected, the designer shall reduce the yield stress Fy ,by one-third the amount of the summation
of the lateral stresses not accounted for within the given software.
Deck Slab Reinforcement:
Deck reinforcement in the negative moment regions helps control cracking of the bridge deck.
Use a minimum of 1% reinforcement in the deck where the stresses in the deck are greater
than the modulus of rupture taken as 430 psi (for Gr. 4.0 Concrete).
Maximums include: reinforcing yield stress 60 ksi, 12 in. spacing , #6 bars.
Place 2/3 of the total reinforcement in the top mat and 1/3 in the bottom mat evenly distributed across the full width of the deck.
Negative Moment:
Strength Limit State
Provide discrete permanent bracing for the bottom compression flange so that the unbraced
length is less than the bracing required to develop the onset of yielding, that is, Lb < Lr
At the strength limit state do not use Article B6.2 to redistribute moments.
At the strength limit state, for straight bridges where the skew is less than 20 degrees it is
KDOTs policy is to allow the use of Appendix A6 criteria for inelastic design of rolled beams
which meet the requirements of Article 6.10.6.2.3 otherwise use Article 6.10.8.
Plate girders will be designed to meet Article 6.10.8
Do not use plastic design criteria for either rolled beams or plate girders.
For skews > 20, in lieu of an 3-D analysis, include an assumed 10 ksi for f l per Article
C6.10.1, proportion this stress as the LL and DL is proportioned for factoring.
Note: KDOT, in conjunction with KU, is investigating a lateral flange bending stress reduction as
it relates to skewed bridges when the cross-frames are placed parallel to the skew.

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Service Limit State:

When calculating the service overload per Article 6.10.4.2.2 do not redistribute moment.
For calculating the termination of the 1% minimum reinforcement in the deck slab, extend
the reinforcement the development past the point which the deck will remain crack free at the
Service II limit state.
Do not use concrete on the tension side of the neutral axis to either resist or attract load.
Positive Moment:
Strength Limit State:
Provide discrete permanent and/or temporary bracing in the top compression flange so that
the unbraced length is less than the bracing required to develop the onset of yielding, that is,
Lb < Lr for the concrete deck placement.
Do not use Article B6.2 to redistribute moments.
Do not use plastic design criteria for either rolled beams or plate girders. Analyze all section
as non-compact. (Article 6.10.7.2).
Service Limit State:
Maintain the span-to-depth ratio shown in Section 6.4 General Dimensions and Details.
Use the traditional elastic deflection criteria of L/800 to limit live load deflections
KDOT has and will continue to provide reserve flexural capacity which will be under-utilized in
design at the strength limit state. This capacity must be accompanied by bracing to full realize the
reserve capacity designed into the structure. This reserve capacity benefits routing capacity for
heavy trucks through Kansas.
Flange Proportions: Compression and Tension Flanges
Per Article 6.10.2.2
b
-----f- 12.0
2t f
I yc
D
b f ---- t f 1.1t w and 0.1 ------ 10
6
I yt
where:
I yc, I yt = moment of inertia of compress or tension flange about the vertical axis in the plane of
the web.
b f, t f = width and thickness of the flange.

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6.5.2.1 Axial
Axial superstructure forces are generally ignored because bearing devices are detailed to translate
freely or, in the case of adjacent bolstered piers, the columns will creep off the superstructure
axial loads by deflecting. Because there is a need to eliminate joints in favor of abutments with
integral or semi-integral connections, there is the possibility that at some point the flexibility at
the abutment could increase. Mud jacking or changes in geotechnical properties may cause unintended axial forces. Rolled beams are more robust and better equipped to absorb this force when
compared to plate girders. For plate girders the designer will investigate the need to add lateral
bracing and/or stiffeners near the abutments to overcome the passive resistance at the abutment.
6.5.3 Design: Shear

D
For girders without longitudinal stiffeners proportion the webs so that ----- 150 . For girders with
tw
D
longitudinal stiffeners ----- 300 is the limit. These web slenderness limits eliminate the sepatw
rate handling criteria given in the previous specifications.
The maximum spacing for transverse stiffeners, where they are required, is 3D, where D is the
depth of the girder web.
For plate girders, do not exceed stiffener spacing greater than 1.5D between a support and the first
cross frame. This allows considerable post buckling overload shear capacity in the critical
regions.
Note:
Transverse stiffeners used as connection stiffeners shall be positively connected to both flanges.
Otherwise use tight fit or attach to compression flange only. For horizontally curved bridges, tight
fit or attach to both flanges, see Article 6.10.11 for additional details.
End Panels:
The nominal resistance is
Where
and
V n = V cr = CV p
V p = 0.58F yw Dt w
C = ratio of shear buckling to capacity per Equations 6.10.9.3.2-4, 5 and 6

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Interior Panels:
The nominal resistance is
(1 C)
V n = V p C + 0.87
---------------------------do 2
1 + -----
D
when the post-buckling is satisfied by
2Dt w
---------------------------------- 2.5
( b fc t fc + b ft t ft )
otherwise use
0.87 ( 1 C )
V n = V p C + -------------------------------------------d o 2 d o
1 + ----- + ---- D
D
Where:
do= transverse stiffener spacing
tw = web thickness
bft or fc= flange width (tension or compression)
tft or fc= flange thickness (tension or compression)
Transverse Connection and Shear Stiffeners: Article 6.10.11
The stiffener width will satisfy Article 6.10.1.2. The minimum plate thickness shall be 5/16 in. for
all stiffeners except bearing stiffeners.
Design the sections so that V u is not greater than V cr at either panel support then:
The moment of inertia shear stiffeners will be the lesser of:
It =

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bt w J
4 1.3
D t F yw 1.5
or I t = ---------------- ---------
40
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Where:
b = smaller of d0 or D
t = smaller of Fyw/Fcrs or 1.0
2.5 - 2.0 0.5 and F = 0.31E
-------------- F ys
J = -------------------cr
2
2
b----t
( do D )
t
Longitudinal Stiffeners:
2D c
Longitudinal stiffeners should be located --------- away from the compression flange as a first trial,
5
and be designed per Article 6.10.11.3
Bearing Stiffeners:
Bearing stiffeners shall transfer load to the flanges of rolled beams or plate girders using either
mill to bear and fillet welding to the flanges or full penetration flange welding.
Bearing stiffeners will be designed per Article 6.10.11.2.
6.5.4 Design: Shear Connectors

It is KDOTs practice to provide stud type shear connectors for the entire length of the bridge.
The nominal shear resistance of the connectors will be verified at the limit state per Articles
6.10.10.1 and 6.10.10.2 and at the strength limit state per Articles 6.10.10.4 one of these limit
states will control at each point along the member. Shear connector allow the designer to use the
composite section properties, but the primary advantage is to help resist cracking in the negative
moment regions through engagement and use of the longitudinal reinforcement.
The pitch of the shear connectors are designed to develop the resistance and the total number of
connectors are designed to develop the strength.
Pitch: Follow Article 6.10.10.1.2 without modifications
Fatigue: Follow Article 6.10.10.2 without modifications
Strength: Follow Article 6.10.10.3 without modifications
Radial horizontal shear force:
At the fatigue limit state the horizontal shear force has two components a longitudinal and a
transverse which combine to form the resultant shear force, as Equation 6.10.10.1.2.-2 illustrates.
The longitudinal force is developed through in-plane bending as in past specifications; the transverse forces are from out-of-plane loads caused by geometry from horizontally curved members
or skew effects. Neither of the latter are accounted for in a 1-D analysis, such as done by typical
software. The designer will be aware of this possible omission and adjust the pitch of the shear
connectors by the percent of force not accounted for above. This skew effect can be minimized

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by using frames placed along the skew, for bridges up to 40 degrees, and making the frames continuous in all bays.
6.5.5 Fatigue/Fracture
Fracture:
Fracture toughness or notch toughness is the ability of a material with a flaw to absorb energy
without uncontrolled or unstable crack growth at a given temperature. Material toughness does
not prevent cracking, good detailing combined with appropriate live load stress range prevents
cracking.
All primary members with tensile stress due to Strength I Limit State shall comply with Section
6.2 Materials for fracture toughness requirements. Refer to Table 6.6.2-2 for additional criteria
for non-redundant members.
Intersecting welds will be eliminated from use on KDOT structures. Weld intersections create biaxial or tri-axial restraint conditions (ref: Hoan Bridge Failure) which do not allow the material to
yield. Brittle conditions can be created in ductile materials due to poor detailing or construction.
Stress Induced
There are two limit states within the LRFD specifications, I and II. I is intended for infinite life
and II is for finite life.
It is KDOTs policy to design for the I Limit State for all non redundant highway bridges or for
structures with members that cannot be inspected after erection, regardless of ADT level.
Avoid details E or E as shown in Table 6.6.1.2.3-1 or move detail to areas on the structure where
the net effect of stress is in compression. If this cannot be done the designer will consider using
Ultra Sonic Impact Treatment (UIT) in the field after the full dead load is on the structure to
improve the detail. UIT treatment improves the weld detail by imposing a residual compressive
force on the surface, and smoothing the transition from weld to base metal, extending the time to
crack initiation.
Distortion Induced
Members which intentionally or unintentionally provide load transfer must be positively connected. In the past, lack of connectivity for members which transfer load by moving relative to
one another caused cracks to form in the web of many structures. Traditional 1-D girder analysis
will not check for these conditions. It is the designers responsibility to check relative movements
and determine the stresses which are limited to Article 6.6.1.3. In-lieu of doing a 2-D analysis the
designer will detail the connection to resist a 20 kip force per Article 6.6.1.3.1.

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6.5.6 Bolted Connections

Bolted Splices are to be designed according to Article 6.13.6 with Strength I used for determining
the capacity of the splice plates and Service II is used to determine the slip capacity.
Locate splice at dead load inflection point.
Use 7/8 in. bolts in primary members and 3/4 in. bolts in secondary members.
Use only ASTM A 325 or ASTM A 490 bolts.
Use direct tension indicators (DTI) for all primary and secondary members.
Use one hardened washer under the turned element.
Use only standard sized holes for primary members and allow one ply on one side of the secondary members to be oversized.
Girder Splice:
Splice Plate Design: For flexure members
General Procedure
1) Check plate sizes under Strength I limit state (net section fracture / gross section yield)
2) Check plate sizes under I or II limit state (Cat B) (gross section)
3) Check bolt shear resistance under Strength I limit state.
4) Check bolt bearing resistance under Strength I limit state.
5) Check bolt slip resistance under Service II limit state.
6) Check geometry and interference restrictions
check K1 radius clearances for rolled beams
check fillet weld clearances on welded plate (min. 1 in. to toe of fillet)
check tightening clearance from center of bolt (min. 2 1/2 in.)
Note: As a check, use of AISI splice, Analysis and Design Software for Bolted Splices of Steel
Bridges is recommended.
Web Splice Plates:
At the strength limit state for web splice plates if V u < 0.5 V n then V uw = 1.5V u otherwise
Vu + Vn
V uw = ---------------------2
Where:
Vn = Unstiffened web capacity given in Article 6.10.9.2 or 3
Include the moment due to the web splice plate eccentricity per Article 6.13.6.1b

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Flange Splice Plates:

When checking the bolt bearing resistance using Article 6.13.2.7 limiting the distance between
the extreme bolts to 50.0 in. (from center of splice to one edge) will avoid the 20% reduction
required in that article.
Design the flange splice for lightest section at the splice location.
Article 6.13.6.1.4c directs the designer to size the flange splice plates for 75% of the controlling flange capacity (either top or bottom), however for I-sections it is common for designers
to use 100% of the capacity for sizing.
F cf 0.75 f F yf
Holes:
KDOT does not allow oversized holes for slip critical connections, the holes will be 1/16 in. larger
than the bolt diameter, however when calculating the slip resistance for a connection KDOT conservatively uses Kh = 0.85.
Spacing:
Conform to Article(s) 6.13.2.2 - 6.13.2.4 for sealing and stitching bolt patterns.
6.5.7 Curved Girder

AASHTO, after the fourth edition, made accommodations for curved girders by the addition of
the lateral flange bending variable within the basic flexural equations shown in the
1
Articles 6.10.7and 6.10.8, and the lateral flange bending demand is --- f l .
3
Where:
f l = the elastically computed lateral bending stress
This approximate method converts a vertical force and eccentricity into an equivalent lateral
force(s) which are resisted by the flanges loaded about their weak axis. This manipulation of
forces has the effect of simulating the normal warping stresses, as such, these stresses are additive
with the normal bending stress. This superposition is effective and conservative for normal
stresses, but underestimates the shear stresses as it leaves out St. Venants shear and normal warping shear stresses. Care must be taken during structural analysis, over estimation of torsional
deflections in open sections commonly occurs as some software do not include warping stiffness,
but rely on pure torsion.
6.5.8 Steel Box Girders (Composite)

The composite three-plate steel box girders are used where aesthetics are of paramount consideration or where vertical clearance is critical.

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Steel box girders are an alternative type of welded steel-plate girders. The steel box girders are
advantageous because they provide improved structural strength and appearance. From a structural viewpoint, box girders offer the advantage of a more efficient cross section for resisting torsion over plate girders. The improved torsional rigidity allows distribution of the live loads more
uniformly to all girders supporting the deck and also makes the box section particularly advantageous for curved bridges. The wide bottom flange makes a shallow construction depth economically feasible.
Steel box girders are shop welded. If aesthetics are important, the field connections of the girders
should be welded. The secondary members may be welded or bolted. Top lateral bracing near the
piers may require bolted connections to satisfy fatigue behavior. For curved girders, some of the
holes may need to be slotted to aid in fit-up. Diagonal and cross bracing should be installed in the
shop to protect the girder during shipping and erection.
It is KDOT Bridge policy to avoid the use of unpainted weathering steel for this application. If a
rustic tone is desired to blend with the surroundings, the bridge should be painted with an inorganic zinc coat and a field acrylic or polyurethane finish coat to match the desired color.
Composite box girders are designed with two web plates, both of which are either vertical or
inclined, or sometimes vertical and inclined combined. A 3/8" plate should be the minimum plate
thickness for this application. Inclined webs, besides offering pleasing aesthetics, allow the bottom flange plate to be narrower and thicker, thus providing more efficient bottom flanges. In continuous box girders, to prevent buckling of the bottom flange, longitudinal stiffeners may be
added in the negative moment region. Webs of box girders are similar to plate girders, the girder
webs may be stiffened transversely or both transversely and longitudinally. Theoretically, the steel
top flanges for the composite girders need not be wider than required to provide adequate bearing
for the concrete deck and to allow sufficient width for welding shear connectors to the flanges.
However, loads during fabrication, shipping and erection must be considered. Generally, the minimum top flange plate should be 12" x 3/4".
Box girders differ from plate girders, the cross bracing between webs is concealed within the box
section. Internal diaphragms or cross frames are required within the box girder at each support to
resist rotation, displacement and distortion of the cross section. Also, diaphragms or cross frames
may be designed at other locations to stabilize the box girder for handling and erection. For continuous spans, cross frames are usually provided on each side of a field splice. A length of approximately 120 feet and a weight of about 90 tons are two maximums for sections, this can usually be
handled efficiently either in the shop or in the field. Other circumstances may place further
restrictions on the maximum size and weights of sections for a particular project.
Although the box girders are designed using three steel sides with the composite concrete deck to
complete the enclosure, the girder should not be considered impervious to moisture and the inside
surfaces should be protected. The inside surfaces of the box girder should be painted with a 6-mil
(two coats) zinc coating. The contract plans should show the option of providing either two coats
of inorganic paint with the second coat applied more than 3 hours and less than 24 hours after the
first coat or one shop coat of inorganic zinc and a field coat of organic zinc paint. The final coat

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should provide a light surface to aid visibility for periodic field inspection. Also, provision for
inspection of the interior is a requirement.
In designing a composite box girder with a vertical axis of symmetry, each half of the cross section may be considered equivalent to a plate girder section. Therefore, the principles of composite
design for I-beams and plate girders may be applied to the box girder. For the composite box
girder, the deck slab spans from web to web of each girder and between the webs of adjacent girders. Stay-in-place forms should be specified to span the open top of the steel box girders. This has
an advantage of providing temporary lateral support against buckling of the compression flange
during concrete placement. Also, when unremovable timber forms are used, clutter exists and creates a nuisance during future inspections. Welding to the structure of supports for the
stay-in-place forms should not be permitted. A system of angles with straps across the flange
should be used to provide support to the stay-in-place forms. When using forms with corrugations, the transverse reinforcing steel should be located and spaced so the bars lie directly over the
valleys in the form. Usually the forms are placed perpendicular to the girder flanges. On curved
and skewed bridges the bar spacing and corrugation spacing may not coincide. For these cases
and particularly when additional concrete weight is unacceptable, forms with a flat soffit to cover
the corrugations should be considered. The deck slab usually cantilevers beyond the outer webs of
the exterior girders. Therefore, the slab may be designed in the same manner as for a series of
plate girders with composite construction throughout the length of the girders. Spherical or pot
bearings should be considered for bearing devices to support the box girders. For box girder
bridges up to 300 feet in total length, the bridges may be designed with monolithic abutments.
However for bridges curved or with an extreme skew, lengths of less than 300 feet may preclude
the use of monolithic abutments.
6.6 Construction Loads, Falsework and Erection

Erection Plan:
All girder/beam type bridges require an erection plan per KDOT Construction Specifications. The
importance for this requirement cannot be overstated when this type of work is being performed
over or adjacent to highway or railroad traffic. Ad hoc field changes will not be allowed without a
letter from the Bridge Design Engineer of Record explicitly stating and detailing the proposed
changes.
Members partially assembled, hoisted or placed into structures that have a L/D > 85 will not be
allowed without temporary bracing. Such bracing will be fully tightened before released from the
hoisting rigging.
If the Contractor plans to use false work towers to support partially completed members separate
calculations that verify the loads and resistances are required per KDOT Construction Specifications.
Construction Loads:
At each stage of construction the loads will be evaluated to limit overstress conditions. Each stage
should be clearly defined in the Contractors erection plan. Resistance to load will not include reliance upon friction and gravity but positive connections, either temporary or permanent will be
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shown on the erection plans. Points of counterflexure are not considered braced points for the calculation of unbraced lengths. Only bracing locations where Kl/r for the bracing member does not
exceed 22 is considered as braced.
Stock piling construction equipment, materials or debris on partially completed structures will not
be allowed without having a previous evaluation and being shown on the erection plans.
Torsional analysis of the exterior girder is required when overhang brackets are used.
During plan development the designer should estimate the screed load using typical screed information (see attached) and run KDOTs TEAG. If the analysis shows more than two temporary
supports are required, See "B" below. If the analysis shows that two or less additional transverse
supports are required, See "A" below. If the analysis shows no temporary supports are required,
show estimated screed load.
A. Add a note below the Loading Diagram:
"Provide temporary bracing at the top and bottom flanges of the exterior beams during concrete
placement of the deck. The temporary bracing and labor for installation is subsidiary to the bid
item, "Concrete (Grade 4.0)(AE)(XX)". Details for proposed temporary bracing shall be submitted with the falsework plans."
The Contractors Engineer should run TEAG to determine if additional supports are required.
B. Reduce the diaphragm spacing or add additional diaphragms in the exterior girder bays. If the
structure is wide, adding additional diaphragms in the exterior bays may be the most cost effective.
If bolt slip is the issue, provide 7/8" dia. Bolts instead of " dia. and a Class B splice instead of a
Class A splice. If the bolts do not slip into bearing; the bridge would have some rebound of the
girder rotation after the passing of the screed.
For rolled beams, the permanent bent plate diaphragms could be greater than the depth of the
beam, but remember to allow sufficient room for formwork to be placed and to keep their spacing
less than 25 ft..
Check the stability and stresses on the incompleted framed structure without the deck or other
missing members per the erection plan to determine if temporary lateral bracing is required; per
Article 6.10.1.6 and/or Article 4.6.2.7 and check Strength III with the 1.25 factor on the wind per
Article 3.4.2.1.
Falsework:
See Chapter 5 in the LFD KDOT Bridge Design Manual.
Pouring Sequence:
KDOT has decided to use single course deck slabs instead of our past practice of using overlaid or
two course deck slabs. The pouring sequence must be known at the time of shop plan review,

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prior to fabrication. If the designer had intended all the positive moment concrete would be placed
followed by the pier placements and the contractor decided to use a different placement the grading (fillet heights) would be incorrect. The contractor must submit and/or coordinate with the fabricator if the plan pouring sequence will not be used.
For a continuous structure the pouring sequence on a steel bridge must either place concrete in the
positive moment areas first and follow with the negative or place concrete continuously over a
number of supports and stop at the inflection point before the pier to prevent cracking the newly
placed concrete. To resume a pour on a continuously placed pour an analysis must be done to
determine the stresses over the piers on the previously placed sections.
A concrete placement or removal sequence will verify a positive reaction at the supports. At all
stages of construction the designer will consider the effects of uplift. Uplift is considered an
uncontrolled or destabilizing effect and should be eliminated. Temporary restraints may be used
to control uplift.
Slip Condition:
The designer will check all conditions of field erection that may cause joints to slip and go into
bearing. The erection plan will clearly illustrate the number of drift pins and fully tightened bolts
at each connection location. Snug tight bolts will not be used when calculating incept slip conditions.

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References:
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
FHWA Technical Advisory #T 5140.22, Uncoated Weathering Steel in Structures,

Oct.3, 1989.
Missouri Highway and Transportation Department Task Force Report on Weathering
Steel for Bridges, January 1996.
Nickerson, Robert L., Report on the Condition of Selected Highway Bridges in Iowa
Built with Uncoated Weathering Steel, American Iron and Steel Institute, October 1995.
FHWA, Report No. FHWA-TS-89-016, Forum on Weathering Steel for Highway
Structures: Summary Report, August 1989.
American Iron and Steel Institute, Uncoated Weathering Steel Bridges, Vol. I, Chapter
9, Highway Structures Design Handbook, January 1993.
NCHRP Report 314, Guidelines for the use of Weathering Steel in Bridges, June 1989.
Bethlehem Steel Booklet No. 3791, Weathering Steel, May 1993.
AISI, Performance of Weathering Steel in Highway Bridges, A Third Phase Report,
1995.
Task Group on Weathering Steel Bridges, Performance of Weathering Steel in Highway
Bridges, A First Phase Report, American Iron and Steel Institute, August 1982.
"Steel Research for Construction, George S. Vincent A.I.S.C. Commentary, Page 31,
Bulletin No. 15, March 1969
"Strength of Longitudinally Stiffened Plate Girders," P. B. Cooper, Journal of Structural
Division ASCE, Vol. 93, ST2, April 1967
Blodgett, Omer W., Design of Weldments, October 1965, Design of Welded Structures,
July 1968.

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Appendix A Steel Beam Circular Haunch

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Steel Beam Parabolic Haunch

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Burns Harbor Plate Length Availability

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Table of Contents
8.1 General .........................................................................................................................1
8.2 Design/Procedures ....................................................................................................3
8.2.1 Design Spread and Rainfall Frequency........................................................................ 3
8.2.2 Design Q and Rainfall Intensity ...................................................................................3
8.2.3 Drain Location ..............................................................................................................4
8.2.4 Top Width ....................................................................................................................5
8.3 Design Example #1 - Scuppers on Vertical Curves .................................................6

8.4 Design Example #2 - Grates on vertical curve .......................................................16
8.5 Drain Details ..........................................................................................................26
List of Figures
Figure 8.1-1 Prestress Beam Protection. ........................................................................................2
Figure 8.3-1 Kinematic wave formulation Chart #1 .......................................................................9
Figure 8.3-2 Scupper Requirement Nomograph ...........................................................................10
Figure 8.3-3 Bridge Deck Drainage (8" x 6" Scuppers) ...............................................................15
Figure 8.4-1 Chart #2 - Velocity in triangular gutter sections ......................................................19
Figure 8.4-2 Chart #7 - Grate inlet frontal flow interception efficiency ......................................20
Figure 8.4-3 Chart #8 - Grate inlet side flow interception efficiency ...........................................21
Figure 8.4-3 P-1-7/8 and P-1-7/8-4 grates ....................................................................................22
Figure 8.4-4 Example #2 - Grate Inlet Capacity ...........................................................................24
Figure 8.4-5 Bridge Deck Drainage (1x 3 Grates) .....................................................................25
Figure 8.5-1 Inlet detail showing formed blockout under inlet box .............................................27
Figure 8.5-2 Example: Grate Inlet on Steel Girder Bridge ...........................................................28
Figure 8.5-5 Example: Grate Inlet on Prestressed Girder Bridge .................................................31
Figure 8.5-6 Example: Scupper on Steel Box Girder Bridge .......................................................32
Figure 8.5-7 Example: Scupper on Prestressed Bridge ................................................................33
Figure 8.5-8 Example: Scupper on Steel Girder Bridge ...............................................................34
Figure 8.5-9 Example: Scupper on T-Girder Bridge ....................................................................35
Figure 8.5-10 Typical Drainage System Details ...........................................................................36

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8.1 General
Effective bridge deck drainage is important since poor drainage may lead to the following
problems:
a)
b)
c)
Increased corrosion of structural and reinforcing steel by deicing chemicals.

Ice forming on the deck.
Hydroplaning.
Bridge-deck drainage systems are a continual maintenance problem; therefore, the designer
should eliminate drains on bridges when they are unnecessary. A drain-free bridge may be
achieved by using open bridge rails. Where curbs are required, the designer can take advantage of
the shoulder section provided on most of todays bridges by using it as a gutter. If the runoff coming to the bridge is removed before it runs onto the bridge, the hydraulic capacity of the shoulder
may be great enough to eliminate the need for bridge drains on short bridges.
Inlet structures located immediately off the end of the bridge should be designed in collaboration
with the road section to determine when and where they are needed. This coordination also helps
to avoid conflicts with other bridge or roadway structures such as guard fence posts which could
interfere with the drainage flow.
Short continuous span bridges, particularly overpasses, may be built without inlets on the bridge
and the water carried downslope by a flume or inlet structure near the end of the bridge. An open
flume down the sideslope or foreslope is preferred because the concrete flume is more accessible
for maintenance and repair.
On long bridges, drainage should be provided by scuppers or grates of sufficient size and number
to adequately drain the gutters and limit the encroachment of water in the driving lanes.
On bridges containing open-type expansion devices, drains should be located to pick up as much
drainage as possible before it crosses the device. Glands shall be placed in finger devices to carry
drainage; however maintenance cleaning of these troughs and other inlets and grates may be
limited. Drainage design and details should provide the necessary hydraulic capacity with a
minimum of required maintenance. Conservative assumptions of hydraulic capacity is encouraged to provide drainage operation based on limited maintenance. (50% inlet efficiency is a good
rule.)
Coat the top of Prestressed Beams with Substructure Waterproofing Membrane where the deck
drains are located to prevent leaks from compromising the member.

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Figure 8.1-1 Prestress Beam Protection.

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8.2 Design/Procedures
8.2.1 Design Spread and Rainfall Frequency
The purpose of the bridge-deck drainage system is to remove rainfall-generated runoff from the
bridge deck before it encroaches onto the traveled roadway to the limit of the design spread, (T).
For Kansas Interstates and Freeways (A and B routes) with two or more lanes in one direction,
drains may be spaced so the top width of flooding (T) is preferably not more than 10 feet but in no
case shall encroach more than one half of a thru lane. For urban areas where high volume rush
hour traffic must be considered, the designer should consider a design spread (T) which will
exclude all lanes from flooding. For two lane B, C, D and E routes, the traffic lanes in each
direction should not be restricted to less than 10 feet. On superelevated bridges, the depth of flow
in the gutter should be restricted to 9 inches.
The design of A and B routes should be based on a 10 year frequency storm. ForC, D
andE routes, a 5 year frequency storm is adequate.
Use a 50-year frequency storm for all bridges located in the sag vertical curve where ponded
water can be removed only through the storm-drain system.
8.2.2 Design Q and Rainfall Intensity

The design flow for determining the size and spacing of bridge grates or scuppers is calculated
using the Rational Method. In most cases, the flow will consist of water from the approach, rail
and bridge deck. The Rational Equation is:
Q
cia
Q
c
i
a
=
=
=
=
peak runoff rate (cu.ft./sec.)

runoff coefficient (0.9 for bridge pavement)
average rainfall intensity (in./hr.)
drainage area (acres)
The rainfall intensity used in the Rational Equation is selected for a duration equal to the time of
concentration for a particular drain. The time of concentration ( t c ) is the time required for the
runoff to reach the drain from the furthest point of the drainage area.
To estimate t c , apply the Kinematic Wave equation:
0.6 n 0.6
t c = 56L
-------------------------i 0.4 S 0.3

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Where:
tc
L
n
i
S
=
=
=
=
=
time of overland flow, seconds

overland flow length, ft.
Manning roughness coefficient (.016 for bridge decks)
rainfall rate, in./hr.
average slope of the overland area, ft./ft.
The solution is one of trial and error. Estimate the location of a drain to get L and select i for an
assumed 5 minute storm from the Rainfall Intensity Tables for Kansas. (If Kansas Rainfall Intensity Tables are not available, refer to Appendix A of HEC 12 (1984) for development of intensityduration-frequency curves using NWS HYDRO-35 maps.) Reiterate until the assumed storm
duration equals the computed t c . If t c is less than 5 minutes it is KDOT policy to use the 5 minute storm for the design of bridge drains. The maximum intensity need not exceed 6 inches per
hour. (Experience has shown when the intensity of rainfall exceeds 6 inches per hour, a drivers
vision becomes substantially obscured because the capacity of the windshield wipers is exceeded.
Operational speed is therefore voluntarily reduced and the probability of hydroplaning is
less.)(Ref.1)
8.2.3 Drain Location

Many factors are involved in determining the location of drains on bridges. It is KDOT Policy not
to let drainage fall within the width of railroad ballast or to fall on the shoulder to shoulder width
of road under a highway overpass. Drains for overpasses can be placed near abutments to drop on
protected berms. For locations susceptible to erosion, consider widening the shadow line riprap or
the use of crushed stone splash blocks. Locate drains far enough away from Bridge Seats to prevent drainage (especially wind blown drainage with deicer chemicals) from falling on the concrete.
Where discharge from the inlets cannot be allowed to fall freely on to underlying areas, locate
inlets directly above the downspouts attached to the substructure. Avoid midspan locations resulting in complex, lengthy piping whenever it is possible.
For bridges located in a sag vertical curve, place a drain at the low point of the curve. Since there
is a tendency for grates to become clogged, consideration should be given to using a combined
grate and curb opening inlet. Place inlets on both sides of the low point inlet. Place these flanking
inlets so they will limit the spread of water on low gradient approaches and also act in relief of the
inlet at the low point if it should become clogged. HEC 12 (1984) should serve as a guide to these
designs.
At superelevation transitions where the cross slope reverses from full crown to full superelevation, exercise care to avoid impoundments and to eliminate cross road flow.

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8.2.4 Top Width

The design top flood width should not be greater than widths given under Section 8.2.1 Design
Spread and Rainfall Frequency above for the class of road.
A modified Mannings equation which compensates for gutter flow may be used in calculation of
the capacity of the gutter.
5/3
1/2
8/3
K Sx S T
Q = ----------------------------------------n
Where
K
Sx
S
T
n
Q
=
=
=
=
=
=
a constant (0.56)
cross slope (road crown slope), ft./ft.
road grade, ft./ft.
top width of flow, feet
0.016
flow rate, cubic feet/second
and
nQ
T = -------------------------------5/3 1/2
K Sx
S
3/8
References:
For additional information on pavement drainage refer to:
1)
FHWA, Bridge Deck Drainage Guidelines, Final Report, December, 1986.
2)
FHWA, Drainage of Highway Pavements, Hydraulic Engineering Circular No.

12, March 1984.
3)
Transportation Research Board, Bridge Drainage Systems NCHRP Synthesis of

Highway Practice 67, National Research Council, Washington, D.C., December
1979, pp. 1-44.
4)
FHWA, Design of Bridge Deck Drainage, Hydraulic Engineering Circular No.

21, May 1993.

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8.3 Design Example #1 - Scuppers on Vertical Curves

References:
1)
Bridge Deck Drainage Guidelines FHWA December, 1986
2)
HEC 12, 1984
Problem:

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Design scuppers in Area I for a 500-foot interstate bridge located in Johnson County, Kansas, based upon the following information:
Bridge Section
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Design Manual
Find the distance from the PC to the high point of the curve.
a)
compute algebraic difference A = g1-(g2)

(g1,g2 in%)
= + 10-(-0.5)
= + 1.5
b)
k (a constant) =
A- = ------------1.5 - = 0.075
-----2L
2 ( 10 )
(L in stations)
c)
r = rate of change (constant) =
d)
slope at a point = g1 - r(x)
A
---- = 1.5
------- = 0.150
L
10
g
+ 1.00 - = 6.667 Sta.
Location of high point: xt = -----1- = -------------------2k
2 ( 0.075 )
P.C. Sta. =
95 + 00
+ 6 + 66.7
101 + 66.7 = Sta. of high point
Elevation of high point: Elev. P.C. + g1 (xt) - k(xt)2

=
=
820.00 + (10 x 6.667) - (0.075)(6.667)2

823.33
Allowable spread:
Urban area, high volume traffic - Use 10 right shoulder

(T = 10-0)
W = 35.33 (width of lane + curb)

S (slope) @ high point = 0.0
S @ end of bridge
= + 10 - (0.150)(97.50 - 95.0)
= 0.625% = .00625 ft./ft.
Sx (transverse slope) =.0156 ft./ft. = 3/16 / ft.

Distance from high point to end of bridge = 416.7

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Design Manual
Determine if drains are needed by nomograph or calculation.

a)
Need to determine Rainfall Intensity (i) which depends on the storm duration
(which is equal to the time of concentration) and to the recurrence interval.
The time of concentration may be estimated from Chart 1, Figure 8.3-1 Kinematic wave
formulation Chart #1or from the Kinematic Wave Equation:
0.6 n 0.6
t c = 56L
-----------------------i 0.4 s 0.3
Assume tc = 5 min., then for Johnson Co. and a 10-year storm, i = 9.11 in/hr. (from Kansas
Rainfall Intensity tables. 1981)
@EWS:
0.6
0.6
( 416.7 ) ( 0.016 ) - = 331 secs.

t c = 56
-----------------------------------------------------0.3
0.4
( 9.11 ) ( 0.00625 )
= 5.52 min.
(close enough)
Use Max. i = 6 in/hr. See Section 8.2.2 Design Q and Rainfall Intensity
b)
Determine L.
L by nomograph = 250 See Figure 8.3-2 Scupper Requirement Nomograph
L by calculation:
L=
=
=
24393.6
------------------Cn
1.67 0.5 2.67
Sx S T
--------------------------------iw
24393.6 -----------------------------( 0.9 ) ( 0.016 )
1.67
0.5
2.67
( 0.0156 ) ( 0.00625 ) ( 10 )
------------------------------------------------------------------------------6(35.33)
284 < 416.7 therefore need drains in Area I to intercept flow.

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Figure 8.3-1 Kinematic wave formulation Chart #1

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Figure 8.3-2 Scupper Requirement Nomograph

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3.
Design Manual
Find scupper efficiency.

Use 8" x 6" scupper (W = 8", L = 6")
W
E = Scupper interception efficiency = 1 - 1- ----T
2.67
(A good approximation for small grates and low gutter velocities.)

0.67
E = 1 - 1- ---------10
4.
2.67
= 0.169 (approximately 17%)
Find distance to first scupper from high point (where spread reaches 10-0).
Since S is variable;
L = (16.94 x
105 )
1.67
2.67
(------------------------------------------------0.0156 )
( 10 ) - 0.5
S
212
L = 3,590 S0.5
Use trial and error to get distance from high point equal toL from formula.
Station
100+66.7
100+16.7
99+66.7
Distance from
High Point
100
150
200
Computed L
0.0015
0.00225
0.0030
139
170
197
0.0028
190
(Close enough)
L is near Sta 99 + 66.7

Try:
99+80
187
Distance to 1st scupper = 187

Gutter flow at 1st scupper =
35.33 ( 187 )
QR1 = c i a = 0.9(6.0) x --------------------------- = 0.819 cfs
43, 560

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Where:
c=
i=
a=
Design Manual
0.9
6.0 in./hr.
WL----------------= drainage area in acres
43, 560
Intercepted flow at 1st scupper:

q1 = E QR1 = 0.169 (0.819) = 0.14 cfs
5.
Determine distance (l1) to 2nd scupper.

QR2
35.33 (L + l 1 )
0.9 (6.0) x ---------------------------------- - 0.14 cfs
43, 560
0.00438 (L + l1) - 0.14
0.56
also, QR2 = ---------- Sx 1.67 S2 0.5 t2.67
n
=
0.56
------------- (0.0156)1.67 S2 0.5 t2.67
0.016
29.745Q R2
solving for t = -------------------------0.5
S2
0.375
(for trial values of t)
Trials to get t = T = 100:

try l1 = 50 L + l1 = 187 + 50 = 237 (Sta. 99+30);
S2 = 0.00355
QR2 = 0.00438(237) - 0.14 = 0.898 cfs
29.745 ( 0.898 )t = ---------------------------------0.5
( 0.00355 )
0.375
= 13.075 is not less than 10.0
too much spread, try l1 = 35

L + l1 = 222 (Sta. 99+45); S2 = 0.003325
QR2 = 0.00438(222) - 0.14 = 0.832 cfs

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29.745 ( 0.832 ) 0.375

t = ---------------------------------= 9.71 < 10.0 (close enough)
0.5
( 0.003355 )
distance to 2nd scupper = 35 (Sta. 99 + 45)
Intercepted flow at second scupper:
q2 = E QR2 = 0.169 x 0.832 = 0.14 cfs
6.
Determine distance, l2, to 3rd scupper.

try l2 = 50: L + l1 + l2 = 187 +35 + 50
= 272 (Sta. 98 + 95)
S3 = 0.0041
QR3 = 0.00438(272 - 0.14 - 0.14) = 0.911 cfs
29.745 (0.911)t = ---------------------------------0.5
( 0.0041 )
0.375
= 9.7 < 10.0" (close enough)
q3 = 0.169 x 0.911 = 0.154 cfs

7.
Determine distance, l3, to 4th scupper.

Try l3 = 75: L + l1 + l2 + l3 = 347 (Sta. 98 + 20)
S4 = 0.0052
QR4 = 0.00438(347) - 0.14 - 0.14 - 0.154 = 186 cfs
29.745 (1.086)t = ---------------------------------0.5
( 0.0052 )
0.375
= 9.9 < 10.0 (close enough)
q4 = 0.169 x 186 = 0.184 cfs

(locate 5th scupper near end of bridge)
8.
The number of scuppers required by the above procedure should be considered a minimum. The final scupper spacing still requires some engineering judgement.
Allowance should be made for the inevitable clogging of scuppers with debris. A factor of
safety of two has been suggested. Scuppers should also be spaced to clear piers and facilitate construction.

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Drainage from scuppers in the end span would fall on the berm so the berm are to be
protected by slope paving, dumped rock or drain troughs.
If drainage cannot be discharged thru vertical downspouts, and a drainage system is
required, it may be more economical to use grates located near piers supporting the downspouts.
Drainage off the end of the bridge needs to be picked up by a grate inlet or by a concrete
flume directing the flow down the side slope.
See Bridge Deck Drainage (8" x 6" Scuppers) sheet, Figure 8.3-3 Bridge Deck Drainage
(8" x 6" Scuppers) for final scupper spacing.

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Figure 8.3-3 Bridge Deck Drainage (8" x 6" Scuppers)

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8.4 Design Example #2 - Grates on vertical curve

(Ref. HEC #12, March 1984, p.53)
Problem: Re-design Example #1 using grates instead of scuppers. In addition, design for
all drainage to be removed before reaching the expansion joint.
1.
Determine efficiencies for various grate sizes.

Using: T(max) = 10.0
c = 0.9
n = 0.016
Sx = 0.015625 ft./ft.
S = 0.00625 ft./ft. (grade at EWS)
The efficiency, E, of a grate is expressed as:
E = Rf Eo + Rs (1 - Eo)
The first term on the right side of the above equation is the ratio of intercepted frontal flow
to total gutter flow, and the second term is the ratio of intercepted side flow to total side
flow. The second term is insignificant with high velocities and short grates.
The interception capacity of a grate inlet on grade is equal to the efficiency of the grate
multiplied by a total gutter flow:
Qi = Interception capacity = E Q
a)
Compute Eo:
Eo
Eo
Qw
Q
W
T
=
=
=
=
=
=
for
b)
Qw / Q = 1 - (1 - W/T) 2.67
ratio of frontal flow (flow passing over the grate) to total gutter flow.
flow in width W, cfs
total gutter flow, cfs
width of depressed gutter or grate, ft.
total spread of water in gutter, ft. (max. 10)
W = 2,
W = 3,
W = 4,
Eo = 0.449
Eo = 0.614
Eo = 0.744
Find Rf factor, which is the ratio of frontal flow intercepted to total frontal flow.
Rf = 1 - 0.09 (V - Vo)
V = Velocity of flow in gutter

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Vo = Velocity where splash-over first occurs

(Note: If Vo > V, then Rf = 1)
V can be determined from Chart 2, see Figure 8.4-1 Chart #2 - Velocity in triangular gutter sections or from the equation:
1.12
V = ---------- S0.5 Sx0.67 T0.67
n
Vo can be determined from Chart 7, see Figure 8.4-2 Chart #7 - Grate inlet frontal
flow interception efficiency
Assume a grate similar to P-1-7/8-4. This grate is not as efficient as P-1-7/8, but is
bicycle safe. see Figure 8.4-3 P-1-7/8 and P-1-7/8-4 grates
For this example:
1.12
V = ------------- (0.00625)0.5 (0.015625)0.67 (10)0.67
0.016
V = 1.60 ft./sec.
Find Vo (Chart 7): for L = 1,
L = 1.5,
L = 2.0,
Vo = 3.0
Vo = 3.8
Vo = 4.7
L = length of grate along the gutter

Since Vo is greater than V in all cases, Rf will be equal to 1 for this example.
c)
Find Rs factor, which is the ratio of side flow intercepted to the total side flow.
Rs =
1
1 + 0.15 V1.8
Sx L2.3
(Rs can also be determined from Chart 8)

Assuming V = 1.60 ft./sec. and Sx = 0.015625, find Rs:
For
For
For
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L = 1,
L = 1.5,
L = 2.0,
Rs = 0.043
Rs = 0.102
Rs = 0.180
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Compute efficiencies for the various grate sizes listed below: E = Rf Eo + Rs (1 - Eo)
L
1
1
1.5
1.5
2
2
x
x
x
x
x
x
Rf
2
3
2
3
2
3
1
1
1
1
1
1
Eo
Rs
0.449
0.614
0.449
0.614
0.449
0.614
0.043
0.043
0.102
0.102
0.180
0.180
0.473
0.631
0.505
0.653
0.548
0.684
Due to the rather flat grades with resulting low gutter velocities, the more efficient grates
are wider, narrow ones. Even though the chart shows the 2 x 3 grate to be the most efficient for this particular example, the 1 x 3 grate appears to be the most cost effective since
reducing the inlet size by 200 percent, only decreases the grate efficiency by 8 percent.

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Figure 8.4-1 Chart #2 - Velocity in triangular gutter sections

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Figure 8.4-2 Chart #7 - Grate inlet frontal flow interception efficiency

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Figure 8.4-3 Chart #8 - Grate inlet side flow interception efficiency

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Figure 8.4-3 P-1-7/8 and P-1-7/8-4 grates

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2.
Design Manual
Determine grate spacing required using 1 x 3 grates.

Space inlets to keep the pavement spread (T) to a maximum of 10-0, then add extra
grates at the end of bridge as needed to remove all runoff.
From Example #1, the width of flow approaches 10 feet at 187 feet from the high point.
Therefore locate the first drain at Sta. 99 + 80.
At Sta. 99+80, Q = 0.83 cfs (from Ex. #1). From the chart showing grate efficiencies (par.
1.C), E for 1 x 3 grate is 0.631.
Qi = E Q = 0.631 x 0.82 = 0.517 cfs
Find approximate grate spacing allowed if inlet capacity is 0.517 cfs.
q (43,560)
L = ------------------------ciw
0.517 x 43,560
L = ------------------------------------ = 118 feet
0.9 x 6 x 35.33
Try grate spacing of 100 feet.
See next page for table computing interception capacities of grates on variable grade.
The side flow of a 1 foot long grate could probably be disregarded with negligible error;
however, for illustration purposes it will be included.
As shown on the next page, five drains are sufficient to remove the runoff from the bridge.
However, additional drains should be added to account for the possibility of drains plugging up. Based on the recommendation of a 50% clogging potential, reduce spacing from
100 feet to 50 feet.
See Bridge Deck Drainage (1 x 3 Grates) sheet, Figure 8.4-5 Bridge Deck Drainage (1x
3 Grates) for final grate spacing.

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Figure 8.4-4 Example #2 - Grate Inlet Capacity

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Figure 8.4-5 Bridge Deck Drainage (1x 3 Grates)

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8.5 Drain Details

Drains not only need to be hydraulically efficient, they also need to be safe, strong and maintainable.
Grates generally work most efficiently when the slots parallel the water flow. However, crossbars
should be placed in the grate perpendicular to traffic to prevent a bicycle tire from falling in.
Grates should be strong enough to carry all highway loads and must be securely fastened to prevent traffic from flipping them out. Positive bolted hold-downs should be used to allow removal
of grates for maintenance purposes.
Inlets on deck-girder bridges should be designed to prohibit concrete from getting under the inlet
box The bottom of the inlets taper to near the bottom of the deck, creating a small sliver of concrete under the inlet which is susceptible to spalling. Use a formed block-out to prevent this. See
detail on the next sheet.
Short, vertical downspouts should be made of rigid corrosive-resistant material not less than 6
inches in the least dimension and should be provided with cleanouts. All drain downspouts shall
be located at the curb line and shall extend a minimum of 12 inches below the bottom flange of
steel girders.
Where collection systems are required, pipes should not be smaller than 10 inches in diameter.
Mild steel, wrought iron as well as fiberglass pipes should be considered for use. Slopes of all
pipes should be as steep as possible and runs should be as short as practical. A minimum slope of
1 in./ft. for horizontal runs is recommended.
Detail elbows with a minimum 12 inch inside radius on bend angles greater than 22 degrees.
At "ys", the outgoing pipe should be larger than either of the incoming pipes to minimize clogging. Provide accessible cleanouts at all bends.

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Figure 8.5-1 Inlet detail showing formed blockout under inlet box

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Figure 8.5-2 Example: Grate Inlet on Steel Girder Bridge

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Figure 8.5-5 Example: Grate Inlet on Prestressed Girder Bridge

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Figure 8.5-6 Example: Scupper on Steel Box Girder Bridge

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Figure 8.5-7 Example: Scupper on Prestressed Bridge

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Figure 8.5-8 Example: Scupper on Steel Girder Bridge

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Figure 8.5-9 Example: Scupper on T-Girder Bridge

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Figure 8.5-10 Typical Drainage System Details

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9 DECK SLAB
Table of Contents
9.1 General .....................................................................................................................1
9.2 Protection for Bridge Decks .....................................................................................2
9.3 Use of Epoxy-Coated Reinforcing Steel ..................................................................3
9.4 Design Considerations: ............................................................................................4
9.5 Design Information for Concrete Deck ....................................................................5
9.6 Design Procedure and Practice (Main Reinforcement Perpendicular to Traffic) ....6
9.7 Details of Reinforcement for Deck Slabs ...............................................................11
9.7.1 Reinforcement for Deck Slabs ...................................................................................13
9.8 Temperature Effects ...............................................................................................13

9.9 Preformed Decking ................................................................................................15
9.10 Deck Slab Overhang .............................................................................................16
9.11 Slab Reinforcement for Steel Bridges ..................................................................16
9.12 Prestressed Bridges ..............................................................................................17
9.13 Slab Reinforcement for Bridges With Standard Roadways ...........................................18
9.15 LRFD Example Design ........................................................................................27
List of Tables
Table 9.2-1 Deck Protection ...........................................................................................................2
Table 9.5-1 Deck Criteria ...............................................................................................................5
List of Charts
Chart 9.13-1 One Course 8.5 in. Deck Slab ..................................................................................20
Chart 9.13-2 One Course 8 in. Deck Slab .....................................................................................21
Chart 9.13-3 One Course 8.5 in. Deck Slab ..................................................................................22
Chart 9.13-4 Two Course 8.5 in. Deck Slab .................................................................................23
List of Figures
Figure 9.7-1 Transverse Reinforced Slab .....................................................................................12
Figure 9.7-2 Corral Rail Post Detail ............................................................................................12
Figure 9.8-1 Thermal Effect at Abutments ...................................................................................13
Figure 9.13-1 Slab Reinforcement for Bridges w/Standard Roadways ........................................18
Figure 9.13-2 Standard Deck Slab Prestress Girder Bridges ........................................................19
Figure 9.14.1-1 Fillet Detail (Steel Beam) ...................................................................................24
Figure 9.14.1-2 Fillet Detail (Prestressed Girder) ........................................................................25
Figure 9.14.1-3 Fillet Reinforcement ...........................................................................................26
Figure 9.15-1 AASHTO Table A4-1 ............................................................................................30
Figure 9.15-1 Maximum Reinforcement ......................................................................................33

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List of Appendixes
Appendix A Overhang Design: Corral Rail ..................................................................................40
Appendix B Overhang Design: Barrier Rail .................................................................................46
Appendix C MathCadd Document for Deck Slab Design ............................................................51
Appendix D MathCadd Document for Deck Panel Design ..........................................................57

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9 DECK SLAB
9.1 General
The information in this section pertains to concrete bridge deck structures which have the primary
direction of reinforcement perpendicular to the direction of traffic. All concrete bridge decks supported by girders, beams, and stringers will have the primary direction perpendicular to the direction of traffic. This section is based on the fourth edition LRFD bridge design specifications.
Unlike the LFD Standard Specifications equations for determining live load force effects, the
LRFD design live load moments can be obtained directly from Figure 9.15-1 AASHTO Table A41 within the AASHTO-LRFD specifications. When using Table A4-1 for positive and negative
moments the actual girder spacing is used. This is a change from traditional LFD designs, for positive moments, which used the effective slab span with assumptions of simply supported members
and a continuity reduction. Likewise, a reduced negative moment at the design section, replaces
the effective slab span length previously used. An example design for a concrete bridge deck
design is included within this section. Also, design guides with the Area of Steel vs. Actual Girder
Spacing have been developed for HL-93 loading for both positive and negative moment reinforcement; these charts will aid in the understanding of the loading conditions. KDOT will continue to use the effective span length for both positive and negative dead load moment force
effects for deck slab design. Following the deck slab example a Mathcadd document has been
developed for both deck slab design and prestressed panel design.
The crack control equations have changed from the "Z" checks used in the past, which was used
in conjugation with an assumed 2 in. maximum cover. The current equation, in the fourth edition,
use an exposure factor and the actual stress in the rebar. Unfortunately, there are similar limitations for thin members like deck slabs. Therefore, until corrections are made to the specifications
it will be KDOTs policy to use a 2 in. maximum cover + bar diameter for dc in the equations
found in Article 5.7.3.4
In addition to designing the bridge deck for the dead and live loads at the strength limit state and
service limit states, the AASHTO-LRFD specifications require designing for extreme limit states
considering vehicular collision with the railing system. The resistance factor at the extreme limit
state is taken as 1.0. This signifies that, at this level of loading, damage to the structural components is allowed and the goal is to prevent the collapse or, in this case, failure of the deck overhang.
Traditionally, the deck overhang and the interior sections of the deck are designed separately. The
negative moment reinforcing steel in the overhang is checked against the negative moment
requirements over the girder and the controlling location is used for the entire deck width. The
general analysis for the overhang, as presented in Section A13.4 of the AASHTO-LRFD Specifications, is summarized in Appendix A-1 and A-2. These appendices show the modeling of the
girder\deck\rail components as a system using finite elements. General design guidelines for cases
adhering to the limits of the modeling are presented and can be used without additional modeling.

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9.2 Protection for Bridge Decks

Use a single course deck slab for new structures or two-course system for rehabilitation projects
for decks supported on beams or girders. Depending on the bridge location determine the need
for a multi-layer polymer concrete overlay in addition to the single course deck slab. Typically,
this information, and any exceptions will be determined at the Bridge Field Check. In general,
multi-layer polymer concrete overlays will be used in metro areas where traffic control is difficult
such as ramps or fly overs. Portland Cement Concrete Overlays are now used almost exclusively
for maintenance purposes; multi-layer polymer overlay are also used for maintenance.
All new decks are to be designed as 8 in. thick (as a minimum) with 3 in. of concrete cover on
the top and 1 in. on the bottom using only (SA) aggregates. Use the table below to determine
whether to include a polymer overlay.
Table 9.2-1 Deck Protection
Location and Type of Construction
Usage
Maintenance
*
Standard: Non
Metro Areas
Metro Areas
***
Minimum total
deck thickness
8 in.
8 in.
8 in.
Decks: One
Course
----
Gr 4.0 (AE)(SA)
(3 in. clear)
Gr 4.0 (AE)(SA)
(3 in. clear)
Surface Preparations
Machine Preparation or Shot Blast
N/A
Shot Blast only
Overlay
Concrete or multilayer polymer

overlay (OL)
N/A
multi-layer polymer overlay
N/A
Gr 4.0 (AE)(SA)
(3 in. clear)
Gr 4.0(AE)(SA)
(3 in. clear)
Gr 5.0 (AE)(PB)
Gr 5.0 (AE)(PB)
Gr 5.0 (AE)(PB)
Deck on P/S Panel

**
P/S Panel
***Note: To be decided at field check. In general, if the structure will have limited access after
construction or cause significant delays or is requested by District Staff, then overlay as new
structure, otherwise, it will be applied as a maintenance operation later.
** Prestressed panels will not be used without prior approval by the State Bridge Office
* Maintenance work can have variations, dimensions may change based on conditions.
(AE) = Air Entrained
(SA) = Structural concrete with select course aggregate for Wear and Absorption.
(OL) = 1 in. Portland Cement Concrete Overlay
(PB) = Structural concrete with select aggregate for use in Prestressed Panels.

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Use special aggregate for all concrete placed with the superstructure concrete and/or concrete
above the bridge seats.
As mentioned, the use of silica fume overlays has been eliminated in favor single course decks.
Two course deck construction has been shown, by research, to have significantly higher crack
density and overall lower long-term performance. A one course deck with 3 in. of cover, properly
placed and cured has been shown to have fewer settlement and shrinkage cracks. Improvements in
the type, length and timing of the deck cure, after placement have been thoroughly researched and
are key factors in the long-term deck performance. This is further enhanced by the use of multilayer polymer concrete overlay, the polymer effectivly waterproofs the deck reducing the effects
of chloride intrusion and freeze-thaw. Durable seeding (flint rock from Oklahoma) within the
overlay adds significant friction eliminating the need for tining. It is estimated that the polymer
overlay will last 10 years at which time a additional overlay and seeding material will be installed
without the need for milling the surface. This overlay can be completed within a few days having
the structure back in service quickly.
Additionally, plastic tining and/or excessive finishing are being replaced by minimal finishing followed by rapid cover with wet burlap (max 15 min.) and diamond tining the groves after the cure.
The bid item Bridge Deck Grooving , measured by the square yard, has been created for single
course decks without multi-layer polymer overlays. This bid item is not included for bridge decks
with polymer overlays or for single course decks on gravel roads, such as on local projects structures. Where the bid item Bridge Deck Grooving or Polymer Overlay is not included the
Contractor will use a coarse burlap drag to roughen the deck.
The multi-layer polymer concrete overlay is considerd to have a nominal thickness and a nominal mass and will not be considered for the design or grading of deck slabs.
9.3 Use of Epoxy-Coated Reinforcing Steel

In general, all reinforcing steel for concrete bridge decks and concrete bridge railing on interstate
and primary highway bridges shall be epoxy coated. For stream crossings on interstate and primary routes, epoxy-coated bars shall be used in the deck, top of monolithic abutments and bridge
seats at expansion joints. If deck drains are provided that may spill wind-blown snowmelt on concrete pier caps or columns, consideration shall be given to using epoxy-coated bars in these members.
All bridges over interstate or primary highways will use epoxy-coated reinforcing as noted above
regardless of approach surfacing (paved or unpaved). Columns on bridges that come in contact
with salt water drainage or spray are required to have some form of protection. Protection may be
in the form of extra cover over the reinforcing steel (> 3 inches), use of a concrete sealer or, in
some cases, epoxy coated bars may be used. Epoxy-coated reinforcing for bridges on secondary
or off-system routes will be used whenever the approaches are paved or estimated to be paved in
the foreseeable future. Unpaved approaches are an indication of low volume roads not subject to
salt applications. The limits of the use of epoxy-coated bars should be resolved at the field check
for a particular structure.

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9.4 Design Considerations:

The AASHTO-LRFD Specifications include two methods of deck design. The first, called the
Traditional Design Method in Article 9.7.3, is typically referred to as the equivalent strip
method. It is based on the approximate elastic method specified in Article 4.6.2.1 and is consistent
with the AASHTOs Standard Specification. This method, based on Westergaard formulas (1926
Westergaard), has been used successfully in the past by KDOT. The second method is called the
Empirical Design Method and relies on the arching action of concrete between the supports.
KDOT does not use the Empirical Method shown in Article 9.7.2.
The equivalent strip method (transverse reinforcement) is based on the following:
A transverse strip of the deck is assumed to support the design loads and is treated as a
continuous beam.
The strip is assumed to be supported on rigid supports at the center of the girders which do
not deflect.
The loads are moved laterally to produce moment envelopes. Multiple presence factors and
dynamic load allowance are included.
The loads are transmitted to the bridge deck during vehicular collision with the railing system.
Factored design moments are then determined using the appropriate load factors for different
limit states.
The reinforcement is designed to resist the applied loads using conventional principals of
reinforced concrete design.
Singly reinforced cross section should be used in analysis.
Shear and fatigue of the reinforcement need not be investigated.
Concrete slabs will have four layers of reinforcement, two in each direction, that comply with
Article 9.7.3.1
In the past, the amount of longitudinal reinforcement increased in the negative moment areas over
the pier and decreased in the positive moment regions near mid span. This reinforcement must be
consistent with the assumption made for the superstructure model. The longitudinal reinforcement for steel composite bridge superstructures in Article 6.10.1.7 requires that for serviceability
(crack control) at least 1% reinforcement must be provided. This 1% is now based on the total
deck thickness rather than the structural deck thickness obtained by subtracting the wear. In the
past this additional reinforcement was extended to a convenient location for termination, typically
the deadload inflection point. Currently, this 1% is extended to the point where the stress in the
concrete falls below fr for Load Combination Service II or the factored construction loads,
whichever controls.
For prestressed girders which are made continuous over the pier for live load, the amount of longitudinal reinforcement must be able to resist the negative moment demand.
For concrete slabs supported on steel or prestressed concrete beams or girders, the live load
moments shall be computed in accordance with Article 4.6.2. Moments in Article Table A4.1-1

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can be used directly if the assumptions and limitations listed at the beginning of the appendix are
fully met. Dynamic allowance and multiple presence factors are already included in this table.
Distribution steel, which provides for the proper distribution of load in the secondary direction, is
taken as a percentage of the primary direction reinforcement in the positive moment region
between the girders. The design of the distribution steel for the entire bridge shall be based on the
widest girder spacing found on the structure.
Skew effects are to be considered per Article 9.7.1.3. The effectiveness of the reinforcement is
reduced as the skew increases to the maximum allowed by KDOT for rebar placed parallel to the
skew. For structures skewed less than 25 the primary reinforcement should be parallel to the
skew. For skews greater than 25 the reinforcement should be investigated for the reduced effectiveness. For construction purposes KDOT allows reinforcement to be placed in the skew up to
35.
The minimum reinforcing bar clearance for top bars must meet the requirements for bridge deck
protection (9.2 Protection for Bridge Decks). For the bottom reinforcement, the bar clearance
shall be 1 in. This is a change from the past KDOT policy because the maximum aggregate size
in the future will be 1 in.
The structural depth of concrete slabs, for Strength Limits States, shall be reduced by in. for all
decks to account for long-term wear and deterioration under service conditions. This is a change
in KDOT design practice; see Chapter 4 for load rating information. The above information is
summarized in the Table 9.5-1 Deck Criteria.
On bridge decks that are built by two-stage construction (sub-deck and wearing surface), the
designer should evaluate the load carrying capacity of the subdeck to determine whether or not it
will support the legal loads, construction equipment loads, material stockpiles or any other applicable load. Stresses in the concrete and reinforcing steel resulting from these loads should be limited to fc = 1,600 psi and fs = 24,000 psi, respectively. Legal loads will not be permitted on the
subdeck until a minimum of 14 days has elapsed from placing the final pour. The design should
be analyzed by comparing the capacities to the force effects in Article Table A4-1 multiplied by
10/16 to prorate the values to the 10 kip legal load.
9.5 Design Information for Concrete Deck

Table 9.5-1 Deck Criteria
Item
Structural Depth
Total Depth (DC)
Clearance top/bottom
Future Wearing Surface (DW)

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One Course Deck

8 in. - in. (wear) = 8 in.
8 in.
3 in. / 1 in.
15 psf
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For negative moments and shear forces, location of the design section from the centerline of the
girder shall be per Article 4.6.2.1.6.:
For steel I-beams and steel tub girders use one-quarter the flange width from the centerline of
the support.
For precast I-shaped concrete girders and concrete boxes use one-third the flange width but
not exceeding 15 in.
Material Properties and Loading:
Method = Traditional Design Method in Article 9.7.3
Grade 4.0 Concrete: fc = 4,000 psi
Grade 60 Reinforcement: fy = 60,000 psi
Transformation n = Es/Ec = 8
Future Wearing Surface (DW): 15 psf for one course deck / 15 psf for two course
Normal Weight Concrete (DC): 150 pcf
Live Load (LL): HL-93 Table A4-1
Extreme Event Loading: Article TL-4
Overhang Design: Article 13.4.1 Design Cases
Overhang Thickness: Deck Thickness (uniform) + 1
Deck Type: One course
Wear: 1/2
Aggregate: SA
9.6 Design Procedure and Practice (Main Reinforcement Perpendicular to Traffic)

2
wS
Dead Load Moments will be calculated using --------- for both positive and negative movement
10
regions, where S is the effective deck slab span.
Live Load Moments are from Table A4-1. This table is used with the limitations described in
the appendix in Chapter 4. This table is used with the center to center girder spacing for positive momements and the design location from the centerline of the girder for negative
moment.
The overhang design is calculated separately based on extreme event loading which KDOT
has modeled. The required capacity is based on this analysis.
Article. 9.7.1.1 Minimum Slab Thickness Shall be 7.0 in.
Table 5.12.3-1 Minimum Cover of decks exposed to de-icing salts shall be 2 in.
KDOT uses 8 in. for one-course and 8 in. for two-course decks with 1 in. additional thickness
for the overhang. This additional thickness helps distribute load for the rail hit and provides clearance for the rail bars which are bent into the deck.
KDOT uses a minimum of 8 in. deck + 3 in. cover for this application according to Table 9.2-1

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Article 9.7.1.2 Composite Action

Shear Connectors shall be designed according to Chapters 5, 6 and 7 of the LRFD Specifications.
Article 9.7.1.3 Skewed Decks
If skewed deck exceeds 25 then the direction of the primary reinforcement is to be perpendicular
to the center line of the bridge.
KDOT allows up to a 35 skew, but require the investigation into the reduced effectiveness of the
reinforcement. For example:
A s effective = As provided x cos (skew angle)
Article 9.7.1.4 Edge Support
Unless otherwise specified, at lines of discontinuity, the edge of the deck shall either be strengthened or be otherwise supported.
Because KDOT considers the concrete parapet to fully support the edge of the slab, if the structure is integral at the abutments and continuous over interior supports this condition is satisfied.
However, at unit breaks and for free standing abutments this must be addressed and edge beam
design must be considered.
Article 4.6.2.1.6 Force Effects
strip (transverse) shall be treated as continuous beams or simply supported as appropriate
For the purpose of determining force effects in the strip, the supporting components shall be
assumed to be infinitely rigid. The strips should be analyzed by classical beam theory.
The design section for negative moments and shear forces, where investigated, may be taken as
follows:
For steel I-beams and steel tub girders one-quarter the flange width from the centerline of
support
For precast I-shaped concrete beams and open concrete boxes with top flanges one-third
the flange width, but not exceeding 15.0 in, from centerline of support.
Dead loads are calculated based on a one-foot strip. Dead load moments for both positive and
negative regions are based on:
2
w dl S
M dl : = ----------------10
w fws = future wearing surface (see Table 9.4-1)
w deck = uniform distribution deck self weight
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Where: S = effective slab span (taken as 1/4 pts. on flanges for steel beams/ girders or the lesser
or 1/3 pts. or 15 for concrete beams).
w dl : = w deck + w fws
Live Load Force Effects:
AASTO LRFD Deck slab moments have been calculated for various girder spacings and are presented in Table A4-1 with the following limitations and assumptions:
Parallel girders.
Multiple Presence factor and dynamic allowance is included in table.
Article 4.6.2.1.6 distance between girders and design section (values are to be interpolated).
Supported on at least three girders and spaced not greater than 14-0.
Minimum Overhang of 21.0 and Maximum Overhang of the smaller of 0.625 times the
girder spacing or 6-0.
Moments are for interior girders and do not apply to overhang design.
Flexure Design:
Strength Limit State Loads: U = 1.25 (DC)+1.5(DW)+ 1.75 (LL)
Service Limit State Loads: U = 1.00 (DC) + 1.00(DW)+1.00 (LL)
Section Properties
b d deck 2
S deck : = --------------------6
Where:
Is used as the section modulus
b = one foot strip

d = structural depth
Article 5.7.3 Flexural Resistance
Distance from compression extreme fiber to tension reinforcement:
For a one course deck
For M
For +M
this is
this is
ds = d deck -3 in. Cl. - ( x top bar diameter)

ds = d deck - 1 in. Cl. wear - ( x bot. bar diameter)
From conventional concrete design

The depth of the rectangular stress block is: a : = c 1
As fy
a : = ------------------------0.85 f c b
For a rectangular section the nominal resistance is:

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M n : = A s f y d s a---
2
Where:
M n = nominal resistance
The factored resistance M r is taken as:
Mr : = Mn
Satisfy that:
Mr Mu
For the transverse reinforcement it is convenient to use 6 spacing for ease of field layout. After
satisfying the above Strength I requirement; the following conditions should be met:
Article 5.10.3.1 and 2 Maximum and Minimum spacing of Reinforcement
Minimum Spacing - 1.5 * Bar Diameter, 1.5 * Max. Aggregate or 1.5
Maximum Spacing - 1.5 * Member Thickness or 18
KDOT traditionally has limited the spacing for the slab reinforcement to the thickness of the
member.
Article 5.7.2.1 In bending assume tension controlled section
check a max = 1 c max = 0.85 1 0.375d

where 0.005 and 0.003 are the strains in the steel and concrete respectively
Article 5.7.3.3.2 Minimum Reinforcement

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Unless otherwise specified, at any section of a flexural component, the amount of tensile reinforcement shall be adequate to develop a factored flexural resistance, M r , at least equal to the
lesser of:
1.2 * M cr
where
S
M cr = S c f r M dnc ------c- 1 S c f r
S
nc
1.33 times the factored moment required by Strength

Article 5.7.3.4 Control of Cracking by Distribution of Reinforcement
.. where tension exceeds 80 percent of the modulus of rupture, specified in Article 5.4.2.6, at
applicable service limit state load combination
If M u > ( 0.80 )0.24 f'c then the spacing requirements of Article 5.7.3.4 apply
The crack control Z" factor has been replaced with the below equation which uses the
actual depth of reinforcement cover and actual stress at service limit state.
The spacings of mild steel reinforcement in the layer closest to the tension face shall satisfy the
following:
700 e
s ------------------ 2 d c
s f ss
d
c
s := 1 + -----------------------------0.7 ( h d c )
f ss =
h =
dc =
The actual stress in the reinforcement at

Service Limit State
The overall thickness of the slab
The thickness of the concrete from tension fiber
to the center of the flexure reinforcement.
(2 in. maximum cover).
KDOT uses the following exposure factors
Bottom Steel e = 1.00

Top Steel
e = 0.75
From conventional concrete design practices; calculate the stress in the reinforcement and determine the maximum spacing, s for the reinforcement:

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.. ratio of reinforcement is given as
s
= --------bd
..depth of rectangular concrete stress distribution
k=
( n) + 2 n n
..distance from force couples
j = 1 --k3
..stress in reinforcement
M
f s = ------------------As j d
Article 9.7.3.2 Distribution Reinforcement

This reinforcement is to distribute the live loads from the transverse to the longitudinal direction
within the slab.
Reinforcement shall be placed in the secondary direction in the bottom of slabs as a percentage of
the primary reinforcement of the positive moment as follows:
For primary reinforcement perpendicular to traffic:
220
--------- 67percent
S
Where:
S = the effective span length as specified above for dead load moments
9.7 Details of Reinforcement for Deck Slabs

As can be seen in Figure 9.7-1 the deck slab overhang has an increased 1 in. depth when compared to the nominal depth. This increase is to stiffen the overhang, allow proper cover for the
reinforcement, and allow standard bends to be made on the rail reinforcement going into the slab.
The bottom of the overhang will be parallel to the top and have a uniform thickness.

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Figure 9.7-1 Transverse Reinforced Slab
At each corral rail post location center the #5 SP1 bars as shown in. These bars increase the torsional capacity of the slab in the critical section directly in front of the post allowing the slab and
rail to redistribute the force effects from the TL-4 extreme event loading requirements.
Figure 9.7-2 Corral Rail Post Detail
At the discontinuous ends of the deck slab, at joint locations and unit changes, the slab must be
supported by a structural element such as a diaphragm or cross frame and the slab reinforcement
should be increased to account for the edge beam effect.

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9.7.1 Reinforcement for Deck Slabs

In general, all bridge deck and bridge rail reinforcement bars for state highway bridges shall be
epoxy coated. In addition, other locations of the superstructure and substructure shall use epoxycoated reinforcement where practicable, i.e., backwalls, bridge seats, slab supports and expansion
joint locations.
Reinforcement perpendicular to the traffic should be proportioned in the following section as
described in the preceding Sections 9.5 Design Information for Concrete Deck and the following
Example 9.10 Deck Slab Overhang.
Precast prestressed deck panels may be used as permanent forms spanning between girders.
These panels shall be considered to act compositely with the cast-in-place slab to support
moments from additional dead loads and live loads. See section 9.9 Preformed Decking for additional information.
For the prestressed Double Tee Beams and the Giant Tee Girders, the flanges of the beam are
neglected in the design of the slab. Due to the close girder spacing of the Double Tee Beams, a
minimum slab thickness of 5 in. with a single layer of transverse and longitudinal reinforcing steel
should be considered.
9.8 Temperature Effects

When a steel girder is embedded in the abutment, provide additional reinforcing in the deck at the
abutment. This additional reinforcement is to restrict potential cracks in the deck caused by
thermal movement of the girder(s). A method to compute the additional steel required follows:
Figure 9.8-1 Thermal Effect at Abutments
Given the Relationship below:
LStrain: = -----L
Stress: = E
Thermal expansion: L = T L

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Substitution yields
L
= E ------L
Solving for L and setting it equal to the thermal expansion

L- = L = T L
-----E
Rearranging & Solving for
= T E
And knowing that
P
A girder
girder
girder = --------------- = T E
The axial force in each girder is

P girder = T E A girder
Area of reinforcement per girder

P girder
A srequired girder = --------------------------
yield rebar
Example of thermal force effects at abutment for rolled beam bridge

Given:
= 6.5 10
,T = 40 F , E = 29 10 ksi , A girder = 29.1 in
W30 x 99
girder = T E
girder = 6.5 10
40F 29 10 psi
girder = 7.54 ksi

--- = P = girder A girder
Force in girder is P
A
P = 7.54 ksi 29.1 in
k
P = 219.4 ---------------girder
Factored thermal expansion force = P u = 1.3 219.4
k
P u = 285 ---------------girder

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Total A s girder to resist the thermal forces

2
Pu
in
= 285kip
A s = ---------------------------------------- = 4.75 ---------------girder
yieldrebar
60ksi
Each girder has a tributary area of 8-0

4.75in
8.0ft
in
ft
------------------ = 0.594 ------- try, #4s top and bottom at 6 in spacing.

2
in
in
0.80 ------- > 0.5973 ------ft
ft
Ok
9.9 Preformed Decking

Precast Deck Panels:
Article 9.7.4.3 Concrete Formwork
The depth of stay-in-place concrete should neither exceed 55 percent of the depth of the finished
deck slab nor be less than 3.5in..
It is KDOT policy that precast prestressed deck panels may be used as permanent forms spanning
between girders only upon pre approval of the State Bridge Office. These panels shall be considered to act compositely with the cast-in-place slab to support moments from additional dead loads
and live loads. The panels thickness shall be a minimum of 3 in., except when the width of the
panel exceeds 8 ft-3 in (measured perpendicular to the centerline of the girders). Above 8 ft-3 in,
the minimum panel thickness shall be 3 in up to a maximum panel width of 8 ft-9 in. For further
information on prestress deck panels see KDOT standard drawing BR303.dgn. The slab thickness required is determined by cover for top reinforcement and that needed to develop the negative moment regions. The minimum cast-in-place slab thickness should be 5 in. Only one layer of
transverse and longitudinal steel is required for the cast-in-place concrete. For the prestressed
Double Tee Beams and the Giant Tee Girders, the flanges of the beam are neglected in the design
of the slab. Due to the close girder spacing of the Double Tee Beams, a minimum slab thickness
of 5 in. with a single layer of transverse and longitudinal reinforcing steel should be considered.
Appendix A4 Contains a MathCadd Document for Prestressed Deck Panel design.
Metal Stay-In-Place Forms:
Steel stay-in-place forms may be considered where unusual construction conditions exist.
Examples are high bridges and bridges over long expanses of water where form removal would be
difficult. If stay in place forms are used, the extra dead load must be considered. Form inserts are
available that cover the corrugations of the steel forms to provide a flat soffit which allows for
easier rebar spacing and eliminates the extra concrete dead load. Rebar placement on curved or

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flared deck bridges is difficult and a smooth soffit is beneficial. The form capacity must be evaluated for locations where the slab is thickened, for instance at a finger joint expansion device.
Due to the possibility of falling debris from "rust out," steel stay-in-place forms should not be
used over state highways. However, in recent construction projects the railroad requested the use
of stay-in place forms to eliminate form removal. Maximum dead load deflections of stay-inplace forms shall be: Span/180 with a maximum of 0.5 inch. The use of stay-in-place forms
should be determined at field check. See 6.5.8 Steel Box Girders (Composite) for comments on
erection and bar placement when using steel stay-in-place forms. The designer should add notes
cautioning the contractor against welding metal stay-in-place forms to girder flanges.
9.10 Deck Slab Overhang

The extreme event loading is included at the end of this section in Appendix A.3-1 and A.3-2 and
is intended to be a method of evaluating the requirements for a TL-4 extreme event loading condition, See Article A 13.4, Design Case 1. This is presented because one of the types of rail systems
used by KDOT (Kansas Corral Rail) provides a redistribution of forces along the length of the
bridge due to torsional stiffness which in not being accounted for in the post and beam analysis
shown in Article A 13.3.2. This redistribution reduces the concentrated values if the post is considered fixed at the slab. Following this analysis, a similar method is provided for a typical Fshaped Bridge Barrier. While these examples are not intended as an all encompassing solutions, it
does illustrate the type of refined analysis which covers a significant majority of typical conditions. The analyses were varied by increasing girder stiffness, adjacent girder spacing, secondary
member placement and overhang dimensions, to determine how sensitive these solutions presented are to those variables. The largest effect in the slab demand is the overhang dimension.
The solutions, and thus the reinforcement required to resist impact is valid for overhang values
between 1.0 ft. and 3.0 ft. measured from the centerline of the girder. For overhang dimensions
greater than 3.0 ft, investigate Article A 13.4 Design Case 2 & 3, as they may control for these
larger overhangs.
9.11 Slab Reinforcement for Steel Bridges

Article 6.10.1.7 Minimum Negative Flexure Concrete Deck Reinforcement
Whenever the longitudinal tensile stresses in the concrete deck due to either the factored
construction loads or Load Combination Service II exceeds fr, the total cross-sectional area of
the longitudinal reinforcement shall not be less than 1 percent of the total cross-sectional area of
the concrete deck.
For composite steel girders with concrete slabs connected by shear connectors, the minimum longitudinal reinforcement in the negative moment regions shall be in accordance with Article
6.10.1.7.
The 1 percent minimum longitudinal steel requirement in the negative moment region is primarily
to control transverse cracking of the slab. The area to consider for the 1 percent requirement
should be the effective deck width multiplied by the thickness. This thickness is the total deck
thickness, including the overlay, less an allowance for wear. For the top longitudinal steel, it is

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convenient to use a three-bar, 18 in. pattern. This permits the cutoff of two of the bars when not
required for stress, with the third bar extended the full length of the bridge. In the past the dead
load counterflexure was used to terminate a portion of the negative moment slab steel. The current LRFD requirement in Article 6.10.1.7 states that 1% of total cross-sectional area is the
amount of reinforcement which must extend to a point where either (1) the factored construction
loads or (2) load combination service II in Table 3.4.1-1 does not exceed fr , where = 0.9 for
flexure & f r = 0.24 f c taken from Article 5.4.2.6. These stresses are calculated according to
Article 6.10.1.1.1d. This reinforcement will have a yield strength not less than 60 ksi and a bar
size not exceeding #6 with bar spacing not greater than 12 in. The reinforcement is to be placed in
two layers uniformly distributed across the deck width and 67% placed in the top layer.
9.12 Prestressed Bridges

In the past it has been KDOT Bridge policy that the design for prestressed girders provide for continuity over the supports for live load. In accordance with LFD AASHTO 9.7.2.3, negative
moment reinforcement was to be proportioned by strength design to resist 1.3 [D + 5/3 (L+I)].
Since the composite dead load positive moment would not offset the negative live load moment, a
point of inflection does not exist. When determining the negative steel requirement over the supports, the longitudinal distribution steel in the bottom of the slab may be included when computing the ultimate moment capacity. In the past various criteria have been used in determining the
location of the cutoff points for the additional steel. Although a portion of the reinforcing steel
will extend the full length of the bridge, in the past LFD designs the additional steel at piers was
cut off with normal extensions when the steel is no longer needed to carry the stress.
Article 5.14.1.4.8 Concrete Deck Reinforcement for Prestressed Bridges
Longitudinal reinforcement that makes or contributes to making the precast girder continuous
over a pier shall be anchored in regions of the slab that can be shown to be in compression at the
strength limit state.
KDOT considers the bars anchored by extending the bar pattern to the 1/4 point + development
length before beginning to stagger the cut-off bar pattern.
Article 5.11.1.2.3 Negative Moment Reinforcement
At least one-third of the total tension reinforcement provided for negative moment at a support
shall have an embedment length beyond the point of inflection not less than:
effective depth of the member
12.0 times the nominal diameter of the bar
0.0625 times the clear span
The amount of reinforcement in the slab will be governed by the following
Article 5.11.1.2.4 Moment Resisting Joints
..." shall be detailed to provide continuity of reinforcement at intersections with other members to
develop the nominal moment resistance of the joint.

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9.13 Slab Reinforcement for Bridges With Standard Roadways

Figure 9.13-1 Slab Reinforcement for Bridges w/Standard Roadways

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Figure 9.13-2 Standard Deck Slab Prestress Girder Bridges

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Chart 9.13-1 One Course 8.5 in. Deck Slab

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Chart 9.13-2 One Course 8 in. Deck Slab

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Chart 9.13-3 One Course 8.5 in. Deck Slab

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Chart 9.13-4 Two Course 8.5 in. Deck Slab

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9.14 Grading Bridge Deck

9.14.1 Placing Sequence for one course deck slabs
Because one course decks are sensitive to the placing sequence, the bridge design engineer will
now calculate the camber or deflections based on assumptions that are site specific. Considerations should include the profile grade(Start at the lowest elevation), concrete supply rate, concrete placing rate, concrete admixtures(set retarders), practical stop and start locations and
expansion joint (finger) closure pours.
Show the required direction and sequence for placing the bridge deck on the plans (i.e., the
deflection and/camber will not be symmetric for a symmetric bridge layout). The contractor cannot change this without hiring an Engineer to recalculate the effects of that change. For plate
girders the camber that is cut into the web will define the shape of the girder and is difficult to
adjust once the girder is fabricated. Rolled beams do not typically have camber fabricated in the
shop, their natural camber is placed upward (frowning) during erection. Fillets >/= 4 in height
require steel reinforcement.
The designer will now consider all of this information and reflect it in the plans. Adherence to the
bridge deck placement direction and sequence limits in the field is now required if a one course
deck is to have an acceptable profile. As in the past, contractor options are encouraged, and placement sequences (+ / ) are still allowed.
Figure 9.14.1-1 Fillet Detail (Steel Beam)

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Note: Reinforce fillets if height is greater than 4 for horizontally curved bridges, or greater
than 6 for bridges built on tangents.
Procedure to determine fillet depth f for proper placement of deck forms:
+ T.D.(Top of Deck elevation at final grade)
- T (Slab Thickness)
+ Concrete Dead Load Deflection: downward deflection is added, upward
deflection is subtracted.
- T.F (Field Shot at Top of Flange after all Structural Steel has been erected)*
= f (Fillet height required)
* Take elevations on top of flange at centerline of bearings,

at 10th points and at centerline of field splices of each span.
** If fillet depth is less than zero or if stud embedment is less
than 3 in. grade may have to be adjusted.
Figure 9.14.1-2 Fillet Detail (Prestressed Girder)

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Procedure to determine fillet depth f for proper placement of deck forms:

+
T.D. (Top of Deck elevation at final grade)
T (Slab Thickness)
Concrete Dead Load Deflection
T.B. (Field Shot at Top of Beam)*
f (Fillet height required)
* Take elevations on top of beam at centerline of

bearings and at 10th points of each span.
** If fillet depth is less than zero or if stirrups
do not extend between the two mats of steel in
the deck, grade may have to be adjusted.
Figure 9.14.1-3 Fillet Reinforcement

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9.15 LRFD Example Design

KDOT LRFD Calculations for Deck Slab Design:
General:
This example illustrates typical design calculations and checks required for LRFD criteria and
KDOT design practice.
2
Dead Load Moments will be calculated using the wl /10 for both positive and negative
regions.
Live Load Moments are from Figure 9.15-1 AASHTO Table A4-1; This table is used with the
limitations described in the appendix in chapter #4.
The Overhang Design is calculated separately based on extreme event loading.
KDOT has modeled the overhang using finite elements which show the distribution of load
based on the elastic analysis, the required capacity is based on this analysis in Appendix A
Overhang Design: Corral Rail.
Example Design Information:
Traffic Count: AADT = 3200 Span Layout: 75' - 100' - 75'
Structure Type: Rolled Beam, 3 Span, Composite, Continuous W40x249
Deck Information: * 8 in. Deck Slab w/o Overlay 3 in. clear Gr. 4.0 (AE)(SA)
Beam Spacing = 5 Spaces @ 8'- 0" = 40'-0"
Overhang Information = 3'-0"
Roadway = 44'-0"; Skew = 10 degrees Rt.; Rail = 32 in. Corral Rail; Drainage Over side
Out to Out Deck = 46'-0"
Thermal Expansion = Intergal Abutments
*KDOT adds 1 in. to the normal deck thickness for the overhang.
Unit Weight of Concrete = Normal Weight = 150 pcf
Modular Ratio
, 000ksiEs- = 29
-----------------------n = ----8
3, 605ksi
Ec
Design Calculations and Specifications Check

Article 9.7.1.1 Minimum Slab Thickness shall be 7.0 in.
KDOT uses an 8 in. thick deck for interior sections of the bridge Deck and 9 in. for overhang
areas.
Table 5.12.3-1 Minimum cover for decks exposed to de-icing salts shall be 2 in.
KDOT uses 3 in. for this application according to Table 9.4-1.
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Article 9.7.1.2 Composite action, shear connectors are to be designed according to section 5, 6
and 7 o f the LRFD specification.
Article 9.7.1.3 If a skewed deck exceeds 25 then direction of primary reinforcement is
perpendicular to centerline of bridge.
KDOT allows up to 35 but requires investigation into the reduced effectiveness when placing the
primary reinforcement parallel to the skew.
A s provided * cos 10
A s provided * 0.9848 Reduce Capacity by 1.5%
The plane which is to the design section is not to the direction traffic and therefore, is
adjusted to account for the lack of effectiveness.
Article 9.7.1.4 Edge Support
KDOT considers and includes the concrete parapet to fully support the edge of the slab, and the
structure is integral at the abutments, this condition is satisfied. However, at unit breaks and free
standing abutments this must be addressed and edge beam design must be considered.
Dead Loads:
Article 4.6.2.1.6 Based on a 1-foot wide strip.
Effective Slab Span is:
one-quarter from center - center support for steel I-shapes
one third from center - center support for prestressed I-shapes for a max. of 10 in. from center
of support for prestressed I-shape.
For this example c-c = 8'-0" using W40x249
b f = 15.75 in
in-
15.75
------------------2
12
Effective Slab Span = 8.0 ft --------------------------------- = 7.34 ft Effective Slab Span is used for DL only
4
Dead Loads are calculated based on a 1-foot strip. Dead Load Moments for both the positive and
negative regions are based on:
2
M DL

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w DL L
= ------------------10
Bridge Section
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Design Manual
lb 8.5
lb
DC = Deck = 150 -----3- ------- 1 ft = 106.3 ----12
ft
ft
lb
lb
DW = Future Wearing Surface = 15 -----2- 1 ft = 15 ----ft
ft
Dead Load Moments
lb
lb
2
2
106.3 ----- 7.34ft
15 ----- 7.34ft
ft
ft
M DC = ------------------------------------------- = 572.7 lb ft M DW = ----------------------------------- = 80.8 lb ft
10
10
Live Load Moments:
From Table A4-1
Positive Moment
Slab Span = 8.00 ft.
Value from table
8.00 ft = 5.69k ft
Negative Moment:
in- = 3.94 in
Negative Moment Taken at Flange Width 15.75
------------------4
Values from table
Girder Spacing
8.00ft
Design Section
Design section
3 in
6 in
5.65k ft
4.81k ft
Single Interpolation Required:

Negative Moment
5.65 4.81
M 3.94 = 5.65k ft --------------------------- [ 3.94 3.00 ] = 5.39k ft
6.0 3.0
( D 1 Dx )
M x = M 1 ------------------------- ( M 1 M 2 )
( D 1 D2 )

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Figure 9.15-1 AASHTO Table A4-1

Loads Summary
4
4
4
4
5
5
5
5
6
6
6
6
7
7
7
7
8
8
8
8
9
9
9
9
10
10
10
10
11
11
11
11
12
12
12
12
13
13
13
13
14
14
14
14
15
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
-3
-6
-9
-0
Positive
Moment
4.68
4.66
4.63
4.64
4.65
4.67
4.71
4.77
4.83
4.91
5.00
5.10
5.21
5.32
5.44
5.56
5.69
5.83
5.99
6.14
6.29
6.44
6.59
6.74
6.89
7.03
7.17
7.32
7.46
7.60
7.74
7.88
8.01
8.15
8.28
8.41
8.54
8.66
8.78
8.90
9.02
9.14
9.25
9.36
9.47

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NEGATIVE MOMENT
Distance from CL of Girder to Design Section for Negative Moment
0.0 in.
3 in.
6 in.
9 in.
12 in.
18 in. 24 in.
2.68
2.07
1.74
1.60
1.50
1.34
1.25
2.73
2.25
1.95
1.74
1.57
1.33
1.20
3.00
2.58
2.19
1.90
1.65
1.32
1.18
3.38
2.90
2.43
2.07
1.74
1.29
1.20
3.74
3.20
2.66
2.24
1.83
1.26
1.12
4.06
3.47
2.89
2.41
1.95
1.28
0.98
4.36
3.73
3.11
2.58
2.07
1.30
0.99
4.63
3.97
3.31
2.73
2.19
1.32
1.02
4.88
4.19
3.50
2.88
2.31
1.39
1.07
5.10
4.39
3.68
3.02
2.42
1.45
1.13
5.31
4.57
3.84
3.15
2.53
1.50
1.20
5.50
4.74
3.99
3.27
2.64
1.58
1.28
5.98
5.17
4.36
3.56
2.84
1.63
1.37
6.13
5.31
4.49
3.68
2.96
1.65
1.51
6.26
5.43
4.61
3.78
3.15
1.88
1.72
6.38
5.54
4.71
3.88
3.30
2.21
1.94
6.48
5.65
4.81
3.98
3.43
2.49
2.16
6.58
5.74
4.90
4.06
3.53
2.74
2.37
6.66
5.82
4.98
4.14
3.61
2.96
2.58
6.74
5.90
5.06
4.22
3.67
3.15
2.79
6.81
5.97
5.13
4.28
3.71
3.31
3.00
6.87
6.03
5.19
4.40
3.82
3.47
3.20
7.15
6.31
5.46
4.66
4.04
3.68
3.39
7.51
6.65
5.80
4.94
4.21
3.89
3.58
7.85
6.99
6.13
5.26
4.41
4.09
3.77
8.19
7.32
6.45
5.58
4.71
4.29
3.96
8.52
7.64
6.77
5.89
5.02
4.48
4.15
8.83
7.95
7.08
6.20
5.32
4.68
4.34
9.14
8.26
7.38
6.50
5.62
4.86
4.52
9.44
8.55
7.67
6.79
5.91
5.04
4.70
9.72
8.84
7.96
7.07
6.19
5.22
4.87
10.01
9.12
8.24
7.36
6.47
5.40
5.05
10.28
9.40
8.51
7.63
6.74
5.56
5.21
10.55
9.67
8.78
7.90
7.02
5.75
5.38
10.81
9.93
9.04
8.16
7.28
5.97
5.54
11.06
10.18
9.30
8.42
7.54
6.18
5.70
11.31
10.43
9.55
8.67
7.79
6.38
5.86
11.55
10.67
9.80
8.92
8.04
6.59
6.01
11.79
10.91
10.03
9.16
8.28
6.79
6.16
12.02
11.14
10.27
9.40
8.52
6.99
6.30
12.24
11.37
10.50
9.63
8.76
7.18
6.45
12.46
11.59
10.72
9.85
8.99
7.38
6.58
12.67
11.81
10.94
10.08
9.21
7.57
6.72
12.88
12.02
11.16
10.30
9.44
7.76
6.86
13.09
12.23
11.37
10.51
9.65
7.94
7.02
Bridge Section
9 - 30
M DC = 0.573k ft M DW = 0.081k ft
DL = Positive and Negative

LL = M
Design Manual
Span = 8.00ft
M LL = 5.69k ft
From 9.15-1 AASHTO Table A4-1
Span = 8.00ft
M LL = 5.39k ft
Distance = 3.94 in
(Single Interpolation)
= M
NOTE:
Live Load Tables have dynamic allowance, plus a multiple presence factor included.
Check Overhang limits for table:
Max. Overhang = 0.625 x 8.0' = 5'-0"
Overhang = 3'-0" < 5'-0" OK
Flexural Design
Strength I Limit State Loads:
U = 1.25 ( DC ) + 1.50 ( DW ) + ( 1.75 ) ( LL )
Positive Moment for Design:
M U+ = 1.25 ( M DC ) + 1.50 ( M DW ) + 1.75 ( M LL+ )
k ft
= 1.25 ( 0.573 ) + 1.5 ( 0.081 ) + 1.75 ( 5.69 ) = 10.80 ---------ft
Negative Moment for Design:
_
M U = 1.25 ( M DC ) + 1.5 ( M DW ) + 1.75 M LL
k ft
= 1.25 ( 0.573 ) + 1.5 ( 0.081 ) + 1.75 ( 5.39 ) = 10.27 ---------ft
Service I Limit State Loads:
U = 1.0 ( DC ) + 1.0 ( DW ) + 1.0 ( LL )
Positive Moment for Design:
+
M s = 1.0 ( M DC ) + 1.0 ( M DW ) + 1.0 ( M LL )

k ft
= 1.0 ( 0.573 ) + 1.0 ( 0.081 ) + 1.0 ( 5.69 ) = 6.34 ---------ft
Negative Moment for Design:
_
M s = 1.0 ( M DC ) + 1.0 ( M DW ) + 1.0 ( M LL )

k ft
= 1.0 ( 0.573 ) + 1.0 ( 0.081 ) + 1.0 ( 5.39 ) = 6.05 ---------ft

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Bridge Section
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Design Manual
Section Properties:
One Course Deck - Structural Thickness =
8.5in 0.5in = 8.5in

Wear
2
2
b ( d Deck )
12in 8in
3
S Deck = ---------------------------- = -------------------------- = 128in
6
6
Flexural Capacity (strength)

Article 5.7.3.2 Flexural Resistance Factor
= 0.9 from Article 5.5.4.2
Negative Moment Design:
Try Alternating #4 & #5 @ 6 in. Spacing.

Cover for Top Steel = 3 in. Clear, which includes 0.5 in. for wear.
Distance from Compression Extreme fiber to Tension Steel Centroid:
5
--#5
8
d s Top = d Deck 3 in clr ------- = 8.5in 3in --- = 5.188 in
2
2
2
A s Provided/ft = 0.51 in / ft ( cos 10 ) = 0.5023in
2
As fy
60ksi- = 0.5203in
----------------------------------------a = c 1 = -----------------------= 0.7386in
0.85
4ksi
12in
0.85 fc b
1
k ft
------------- ------ = 12.10 ---------M n = ( A s cos 10 ) f y d s a--- = ( 0.51 ( cos 10 ) )60ksi 5.188 0.739
ft
2
2 12
k ft
k ft
M r = M n = ( 0.9 12.10k ft ) = 10.9 ---------- > 10.3 ---------ft
ft
Mr > Mu
OK
Positive Moment Design:

Cover for Bottom Steel = 1 in.
Wear (Top) = 1/2 in.

Distance from Compression Extreme Fiber to Centroid of Tension:

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Design Manual
58
d s bot = d deck 1.5in clr 0.5in Wear ---------- = 6.188in
2
2
A s provided /ft = 0.51 ( cos 10 ) = 0.5023 in / ft

AS fy
- = 0.7386in
a = c 1 -----------------------0.85 f c b
a
0.739 1
Mn = ( A s cos 10 ) f y d s --- = 0.51 ( cos 10 ) 60 ksi 6.188 ------------- ------ = 14.61k ft
2
2 12
Mr = M n = 0.9 14.61 k ft = 13.15 k ft > 10.83 k ft,
M r > M u OK
Article 5.10.3.1 & 5.10.3.2 Minimum & Maximum Spacing of Rebar

5in
MIN. = 1.5 b d = 1.5 -------- = 0.94 in < 6.0 in
8
MAX. = 1.5 member thickness = 1.5 8.5in = 12.75in > 6.0 in
or 18 in
KDOT general rule: Rebar Spacing
Slab Thickness
Article 5.7.2.1 Tension Controlled Regions (See Commentary)

Maximum Reinforcement:
Figure 9.15-1 Maximum Reinforcement

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Bridge Section
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Design Manual
5 8in
d Top = 8.5 in 3in --------------- = 5.188in
2
cl
8in- = 6.188in
d Bottom = 8.5in 0.5in 1 in = 5-------------2
wear
a max = 1 c max
cl
Used for 4ksi concrete
= 0.85 c max = 0.85 0.375d = 0.85 0.375 5.188in = 1.654in
c = 0.7386in
--------------------- = 0.8689in
0.85
M a Top = 0.7386in
< 1.654in
+M a Bottom = 0.7386in
Article 5.7.3.3.2 Minimum Reinforcement
At any section of a flexural component, the amount of prestressed and non-prestressed tensile
reinforcement shall be adequate to develop a factored flexural resistance, M r , at least equal to the
lesser of:
1.2 M cr
S
M cr = S c ( f r + f cpe ) M dnc ------c- 1 S c f r
S
nc
where f r = 0.37 f c
from Article 5.4.2.6
(or)
1.33 M u Strength I
Strength I
+
Check: 1.33 M u = ( 1.33 10.80k ft ) = 14.4k ft

_
1.33 M u = ( 1.33 10.27 k ft ) = 13.7 k ft

(or)
Cracking Moment
f r = 0.37 f c = 0.37 4ksi = 0.74ksi

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Design Manual
( 128in 0.74ksi )
1.2 M cr = S c f r = ( 1.2 ) --------------------------------------------- = 9.47k ft
12
_
M cr < 1.33 M u & < 1.33 +M

Must provide at least A s for 9.47k ft
M u > 1.2 M cr for both Positive and Negative. OK
Article 5.7.3.4 Control of Cracking by Distribution Reinforcement
The provisions specified herein shall apply to the reinforcement of all concrete components,
except that of deck slabs designed in accordance with Article 9.7.2, in which tension in the crosssection exceeds 80 percent of the modulus of rupture, specified in Article 5.4.2.6, at
applicable service limit state load combination specified in Table 3.4.1-1
From previous pages:
_
Service I +M = +6.34k ft M = 6.05k ft
Check Concrete Stress at Service Level
f r = 0.24 f' c = 0.480 ksi
80% of the modulus of rupture 0.80 f r = 0.384 ksi
Service Moment(s)
Mu = 6.05k ft
S c = 128in
M
ft ( 12 )- = 0.567 ksi > 0.80 f
f ss = -----------u = 6.05k
-----------------------------------r
3
Sc
128in
Limit the spacing S, in the mild reinforcement for Positive and Negitive Moments (layer
closest to the tension face)
Where d c = depth of cover to CG of Rebar
(limit d c to 2 in. + bar dia.) (KDOT policy)
fs
= Actual stress at service limit state.
for #4s & #5s alternate @ 6 in. spa. top & bottom
A s = 0.51in 2

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Design Manual
Negative Moment, -M:

cl
5 8- = 2.3125in
d c = 3in + #5
------ = 2.81in use 2in + --------2
2
A
s- = ----------------------------------0.51 ( cos 10 )- = 0.0081 N=8

= --------bd
12in 5.188in
2
k=
n + 2n n
k=
2
( 0.0081 8 ) + 2 ( 0.0081 8 ) ( 0.0081 8 ) = 0.301
j = 1 --k- = 1 0.301
------------- = 0.900
3
3
M
( 6.05k ft ) 12
f s = ------------------- = ----------------------------------------------------------------------------- = 31.0 ksi
A s j d 0.51 ( cos 10 ) 0.900 5.188in
Using the stress in the reinforcement to determine the maximum allowable bar spacing,
700 e
S -------------- 2d c
s f ss
d
c s = 1 + --------------------------
0.7 ( h d c )
2.3125in - = 1.58
s = 1 + ------------------------------------0.7 ( 8 2.3125 )
700
0.75
S ----------------------------------- 2 ( 2.3125 )
1.58 31.0ksi
S 6.1in > 6in
bar spacing OK
Positive Moment,+M:
d c = 1.5in + #5
------ = 1.8175in
2

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Design Manual
f s = 25.2ksi
700 e
S -------------- 2d c
s f ss
d
c s = 1 + --------------------------
0.7 ( h d c )
1.8125in - = 1.42
s = 1 + ------------------------------------0.7 ( 8 1.8125 )
700 1.00 - 2 ( 1.8125 )

S ---------------------------------1.42 25.2ksi
S 15.9in > 6in
bar spacing ok
KDOT uses e = 0.75 Top of Deck Slabs on I-beams

1.00 Bottom of Deck Slabs on I-beams
dc = Extreme tension fiber to tension reinforcement centroid.
Longitudinal Reinforcement:
Article 9.7.3.2 Reinforcement shall be placed in the secondary direction in the bottom slabs as a
percentage of the primary reinforcement for positive moment as follows:
100
For primary reinforcement parallel to traffic: --------- 50%
S
220
For primary reinforcement perpendicular to traffic: --------- 67%
S
S = effective span length per Article 9.7.2.3 (ft)
For slabs on steel or concrete girders, the effective slab is equal to distance between flange tips,
plus flange overhang.
For this example with c-c beams = 8.0 ft and b f = 15.75 in
15.75
12
S = 8.0 ------------- = 6.68 ft
220 ------------= 85% > 67% use 67%

6.68
Primary M Reinforcement = #4 @ 6 in. #5 @ 6 in

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Bridge Section
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Design Manual
in 2
A s = 0.51 ( cos 10 ) ------ft
Therefore the minimum amount of longitudinal reinforcement for distribution of load is:
use
in 2
in 2
A sLONG = 0.67 0.51 (cos 10 ) ------- = 0.34 ------ft
ft
in
#4 Bars @ 6 Spa. = 0.40 ----ft

Whenever the factored construction loads or Service II exceed f r the total cross-sectional area
of longitudinal reinforcement shall not be less than 1% of the total cross-sectional area of the
deck. Concrete stresses are calculated from Article 6.10.1.1.1d stating that the n- section is to be
used.
2
in
1% A s = 0.01 8.5in 12in = 1.02 -------------------ft width
In the past LFD designs have reduced the total cross-sectional depth by the wear and calculated
the 1% based on the structural thickness rather than the total thickness, this has changed for LRFD
designs.
This reinforcement is not to be greater than #6 bars with spacing not exceeding 12 in. uniformly
2
distributed in two layers. --- of this reinforcement shall be placed in the top layer
3

2
A s = 0.75in using #5 & #6 spacing @ 6in Alternate Top

2
A s = 0.40 in using #4 & #4 Spacing @ 6in Bottom

2
Total A s = 0.75in + 0.40in = 1.15in

2
1.15 in > 1.02 in ok
0.75
in - = 0.65
------------------2
1.15 in
65% 67% on top mat
Article 5.4.2.6 Modulus of Rupture

E
Ec
f r = 0.24 f c = 0.9 0.24 4ksi n = -----s = 8

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Design Manual
Checking where tensile stresses in the slab may exceed - f r

Using the section modulus for the Rebar + Beam only and solving the below expression for Negative Bending Moment will give the location at which the required reinforcement may be terminated
M
f r = -----------------------------------n S comp rebar
M = f r n S comp rebar
The negative moment above should be compared to the Service II Live Load + DW or factored
construction loads only. The termination point of these bars will be equal to the development
length past the point were they are no longer needed.
Use the equation below for checking rupture @ service limit states:
f r = 0.24 f c
Article 5.10.8 Shrinkage & Temperature Reinforcement
2
1.3bh
1.3 ( 44ft 12in ) 8.5in - = 0.091 in
------A s ------------------------- = ------------------------------------------------------------------2 ( b + h )f y
ft
2 ( ( 44ft 12in ) + 8 ) 60ksi
in 2
As = area of reinforcement in each direction & each face ------ft
b = least width of component section (in)
in 2
#4 @ 12 in = 0.20 ------- will satisfy
ft
Distribution & reinforcement controls in the longitudinal direction at the top of the slab are
satisfied with #4s @ 12 in spacing.

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Design Manual
Appendix A Overhang Design: Corral Rail

Investigation of Design Case I - Extreme Event Loading Combination II
This finite element STAAD Model was constructed of a superstructure for a girder bridge with a
32 in. corral rail. The superstructure is a linear elastic, thin plate, four node, and quadratic isoparametric slab model. The model consists of two girders spaced 8.5 ft. The deck thickness is 8
in with 2 1/2 in clear. Currently, KDOT uses a 8.5 in deck slab, with 3 in clear, which will provide
the same resistance (with all variables being held constant) and therefore the analysis below is
conservative for current deck slab designs. The model assumes the deck is fully composite with
the girders in the transverse direction.
Different widths of overhangs were modeled. The shortest overhangs showed the highest
stresses, as expected. Several girder types were modeled; the type of girder (welded plate, rolled
beam or concrete) did not significantly affect stresses in the overhang.
A force of 54 kips was applied perpendicular to the rail. The resulting stress contours in the slab
are displayed above.
From the STAAD Model, compute the average moment at the base of the Post. Distribute the
moment over a distance of the post width plus (2 x post depth): 36 in. + 2(10 in.) = 4.66 ft. Since
the STAAD Model consist of one-foot segments, conservatively round down to the nearest 0.5
foot. Therefore, the moment will be distributed over a width of 4.5 feet. (Note: The attached
STAAD Model moment contour is for a force of 54 kip):
A1 W 40X249, 2'-0' to 3'-0" Overhang with 32 in. Kansas Corral Rail
1) - Compute the average moment at post base.

Version 1/14
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Design Manual
Distribute moment over a distance of post width + (2 x Post Depth) = 3ft + 2 x 10 in = 4.66 ft
Partial Plan @ Post Location

Finite Element Modeling is on 1.0 ft grid so use 4.5 ft for a convenient and conservative width for
Section A-A
Moment
Length
k ft
16.95 ---------- 0.4 ft = 6.78
ft
k ft
15.85 ---------- 0.6 ft = 9.51
ft
k ft
13.60 ---------- 1.5ft = 20.40
ft
k ft
10.75 ---------- 1.5ft = 21.50
ft
k ft
7.96 ---------- 0.5ft = 3.98
ft
k ft
Total = 62.17 ---------ft
k ft
62.17 ---------2
ft
k ft
-----------------------= 13.82 ---------- Average Moment @ base of post due to vehicular impact of TL-4.
ft
4.5 ft
2) - Addition DL due to Rail & Slab
lb
5
lb 6
k ft
9in 10in 12in300 ----- ------ + -------------------------------------- 150 ----- ------ = 0.189 ---------3
ft 12
ft
ft 12
12
rail
slab
Total Movement at Face of Rail

Version 1/14
Bridge Section
9- 41
Design Manual
k ft
M u = M cr = 13.82 + 1.25 ( 0.189 ) = 14.05 ---------ft
3) - From Slab Design w/ #4, 5 @ 6 in. Top
#4, 5 @ 6 in. Bottom
Partial Section Thru Overhang and Rail Post

4) - Moment Capacity (Singly Reinforced) at A
5
d = 9in 2 --- = 6.187in
8
#5- = 0.818 in2 ft
A sTop = #4 & #5 @ 6 in ft + 5-------------5in
As fy
0.818 60 - = 1.20in
a = ------------------------ = ------------------------------------
0.85
( 4ksi )12in
0.85 ( f c )b
----------
1.0 0.818 60 6.19in 1.20
2
a
M n = M r = 1.0 A s f y d --- = -------------------------------------------------------------------------- = 22.9k ft
2
12
Extreme Event
5) - Reduce by tension in slab caused by rail hit.

-------------- = 10.8 k ft
T ct = 54kip
5ft
Used instead of 4.67' because of F.E.M. layout
Assume the interaction between moment and axial force is a straight line:

Version 1/14
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Design Manual
Mu
Pu
Pu
-------- + ----------- 1.0 M u M R 1 ---------
P n
P n M n
A stotal = A stop + A sbottom
= 0.818 + 0.818 = 1.64in
P u = T ct = 10.8k ft
P r = A s f y
= 1.0 1.64 60
= 98.4k/ ft
ftft- = 20.4 k---------M u ( 1.0 22.9k/ ft ) 1 10.8k/
-------------------
ft
98.4k/ ft
6) - Compare Load to Resistance
Mr Mu
k ft
k ft
20.4 ----------- 14.08 ----------- OK
ft
ft
Development of Slab Bar at Post #5

2
1.25 A b f y
1.25
0.31in
60ksi = 11.62in
Basic Development ------------------------------ = --------------------------------------------------
4ksi
fc
Partial Section at Overhang

Epoxy 1.2 ld
Spacing 0.8 ld
A s required
----------------------- = 14.08
------------- = 0.69
A s provided
20.4
Development = 11.62in 1.2 0.8 0.69 = 7.7 in.
Provided Required
7.7in 8in
OK

Version 1/14
Bridge Section
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Design Manual
6A) - Check Capacity at End of SP1 Bars
New Dead Load =

lb
9in 26in 12in
26in
16in
lb 16in
k ft
300 ----- ( 1ft 2in + 6in ) + ---------------------------------------- 150 -------------- + ----------- 25 ----- -------------- = 0.747 ----------ft
123
2 ( 12 )
12
ft 2 ( 12 )
ft
k ft
M B = 4.67
---------- 13.82 + 1.25 0.747 = 9.77 ----------ft
7.33
Moment Capacity at B
2
in
A sTop = 0.51 ------- #4 & #5 @ 6in
ft
2
in
A sBot = 0.51 ------- #4 & #5 @ 6in
ft
d = 6.187 in
As fy
a = --------------------- = 0.75in
0.85 f c B
2
in
1.0 60 0.51 ------- ( 6.187in 0.75 )
k ft
ft
M r = M n = 1.0 A s f y d --a- = -------------------------------------------------------------------------------------- = 13.87 ----------
ft
2
in
12 ----ft
k54k = 7.36 --P u = T ct = -------------ft
7.33ft
in
k
P n = A sr f y = 1.02 ------- 60ksi 1.0 = 61.2 ---ft
ft
k-
7.36 --Pu
k--------- ftk ft
ft
M u M n 1 --------- = 1.0 13.87

--------------- = 12.2 ----------
ft 1
ft
P n
k
61.2 ----
ft
6B) - M r M u 12.2
k ft / ft
9.76
k ft / ft
OK
Summary of Analysis

Version 1/14
Bridge Section
9 - 44
Design Manual
In summary, the analysis indicates that for various combinations of overhang length, diaphragm
spacing & girder spacing; the negative moment reinforcement requirement due to the HL-93 slab
loading over a girder controls the amount of reinforcement in the top of the slab.
If an overhang greater than 3'-0" is used the negative moment maybe controlled by AASHTO
A.13.4 Design Case 2 or 3.

Version 1/14
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Design Manual
Appendix B Overhang Design: Barrier Rail

Investigation of Design Case I - Extreme Event Loading Combination II
This finite element STAAD Model was constructed of a superstructure for a girder bridge with a
32 in F-Type barrier rail The superstructure is a linear elastic, thin plate, four node, and quadratic
isoparametric slab model. The model consists of two girders spaced at 8.0 ft. The deck thickness
is 8 in. The model assumes the deck is fully composite with the girders in the transverse direction.
Different widths of overhangs were modeled. The shortest overhangs gave the highest stresses, as
expected. Several girder types were modeled; the type of girder (welded plate, rolled beam or
concrete) did not significantly affect stresses in the overhang.
A force of 54 kip was applied perpendicular to the rail. The resulting stress contours in the slab
are displayed on above.
From the STAAD Model, compute the average moment at the base of the barrier, and distributed.

Version 1/14
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Design Manual
W/ Overhangs ranging from 2.3 ft - 3.6 ft Overhang with 32 in F Type Barrier Rail
1) Use Hot Spot moment from STAAD model in design since the model redistributes the forces
linear in a elastic fashion.
2) Reduce reinforcement capacity based on tension in slab caused by rail hit. Distribute this over
the following area.
Distribute moment over a distance of 3.6 ft + (2 x Rail Width + 2(distance to "hot spot")) = 3.6 ft
+ 2(15 in)+2(6 in) = 7.0 ft.
7.0 ft used for Tct@ the "Hot Spot"

54k - = 7.71 kips
---------T ct = --------------ft
7 0
The maximum moment at the "Hot Spot", 6 in. from the face of the barrier rail due to vehicular
k ft
impact of TL-4 is 8.21 ---------ft
3) - Addition DL due to Rail & Slab from STAAD Model
lb 15in
lb 15in 9in 12in-
k ft
360 ----- -------------- + 150 -----3- --------------------------------------= 0.365 ---------3
ft 2 ( 12 )
ft
ft
12
Total Movement at Face of Rail
k ft
M u = M cr = 8.21 + 1.25 ( 0.365 ) = 8.66 ---------ft
3) - From Slab Design w/ #4, 5 @ 6 in Top & Bottom

Version 1/14
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Design Manual
Partial Section Thru Overhang and Barrier

4) - Moment Capacity (Singly Reinforced) at A
5
d = 9in 2 --- = 6.187in
8
2
A sTop
in
in
= #4 & #5 @ 6 ----- = 0.51 ------ft
ft
in
A sTop cos 10 = 0.5023 ------ft
As fy
0.5023 60ksi- = 0.739in
a = ------------------------ = ------------------------------------0.85 ( 4ksi )12in
0.85 ( f c )b
-------------
1.0 0.502 60 6.19in 0.739
2
k ft
M r = M n = 1.0 A s f y d d--- = ----------------------------------------------------------------------------- = 14.61 ---------
ft
2
12
Extreme Event
5) - Reduce by tension in slab caused by rail hit.
k
T ct = 54kip
-------------- = 12 --ft
4.5ft

Version 1/14
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Design Manual
Assume the interaction between moment and axial force is a straight line:
Mu
Pu
Pu
-------- + ---------- 1.0 M u M n 1 ---------
Pn
Pn Mn
k
P r = T ct = 12 --ft
2
P n = A s f y = 1.0 ( 0.40in + 0.51in ) 60ksi

= 1.0 0.91 60
k
= 54.6 ---------k/ ft
k
M u 1.0 14.61 --
ft
12 --
ft
1 -------------
k
54.6 --
ft
k ft
= 11.40 ---------ft
6) - Compare Load to Resistance

Mr Mu
k ft
k ft
11.40 ---------- 8.58 ---------- OK
ft
ft
Development of Slab Bar

2
1.25 A b f y
1.25 0.31 in 60ksi = 11.625in
Basic Development ---------------------------- = ------------------------------------------------
4ksi
fc
Partial Section at Overhang

Version 1/14
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Design Manual
Epoxy 1.2 ld
A s required 8.58
---------------------- ------------- 1.2 0.8 11.625in = 8.40in < 13in OK
A s provided 11.40
Summary of Analysis
In summary, the analysis indicates that for various combinations of overhang length, diaphragm
spacing & girder spacing; the negative moment reinforcement requirement due to the HL-93 slab
loading over a girder controls the amount of reinforcement in the top of the slab.
If an overhang greater than 3'-6" is used the negative moment maybe controlled by Article A.13.4
Design Case 2 or 3.

Version 1/14
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Design Manual
Appendix C MathCadd Document for Deck Slab Design
Bridge Design Manual Example
Copyright 2011 Kansas Department of Transportation All rights reserved.
LRFD Deck Slab Design

Given:
AADT = 3000
75'-100'-75' Rolled Beam, Composite, Continuous
8.5 in. One Course Deck Slab
3.0 in. Clr.
Gr. 4.0 (AE)(SA)
44'-0" Rdwy, Skew = 10 Rt.
6 - Beams Spaced at 8'-0"
W40x249
Overhangs = 3'-0" for total Out to Out of deck = 46'-0"
32 in. Corral Rail
Drainage over the sides
Integral Abutments
Methodology:
w l
Dead Load Moments will be calculated using
10
for both positive and negative regions.
Live Load Moments are from Table A4-1; this table is used with the limitations described in the appendix in
Chapter 4.
The overhang design is calculated separately based on Extreme Event loading. KDOT has based the required
capacity on a model of the overhang using finite elements for the distribution of load based on elastic analysis.
Article 9.7.1.1
Minimum slab thickness is 7.0 in. KDOT uses an 8.5 in. thick deck for interior sections of the
bridge deck and an extra 1 in. of thickness for the overhang.
Table 5.12.3-1
Minimum cover for decks exposed to de-icing salts shall be 2.5 in. KDOT uses 3.0 in. of cover for all deck
slabs.
Article 9.7.1.2
Under most circumstances, KDOT uses a composite slab design procedure. Refer to the respective sections
in the LRFD Specification in Chapters 5,6 and 7.
Article 9.7.1.3
If skewed deck exceeds 25 then primary reinforcement for decks is placed perpendicular to the centerline of
the bridge. KDOT allows up to 35, but requires investigation into the reduced effectiveness:
As provided * cos(10) = 0.9848*A s provided
Or a reduced capacity of about 2%.
Article 9.7.1.4
Because KDOT consideres the concrete parapet to fully support the edge of the slab and because the main
deck reinforcement is transverse, no additional edge beam need be provided.
1-6

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Design Manual
Deck Loads
Use a 1 foot wide strip of deck for design purposes.
Article 4.6.2.1.6
Effective Slab Span is taken at one-quarter the flange width from the centerline of support for steel beams
and one-third the flange width from the centerline of support for prestressed beams at no more than 15 in.
from the center of the support. This is used for calculating the Dead Load Moments.
S 8.0
b f 15.75 in.
ft.
bf
2
12
Seff S
4
ts 8.5
in.
7.344 ft.
Seff
Deck Concrete Unit Wt for dead load purposes is 150 lb/ft^3, so deck load per foot is:
ts
lb
wDC 150 1
ft
12
wFWS 15 1
wDC Seff
M DC
Use FWS = 15 psf for all deck slabs
ft
10000
wFWS Seff
M DW
lb
M DC
0.573 kip ft
M DW
0.081 kip ft
10000
To use Table A4-1, the Overhang has to be less than 0.625*GirderSpacing or 6 feet, whichever is less.
21
OHmax 0.625 Seff
OHmin
12
OHmax
4.59 ft.
OHmin
OH 3.0
1.75 ft.
ft.
<== OK
Interpolating From Table A4-1:

M LLpos 5.69
kip ft
M LLneg 5.39
kip ft
Strength I Limit State

M Upos 1.25 M DC 1.5 M DW 1.75 M LLpos
M Upos
10.80
kip ft
M Uneg 1.25 M DC 1.5 M DW 1.75 M LLneg
M Uneg
10.27
kip ft
M Spos
6.34
kip ft
M Sneg
6.04
kip ft
Service I Limit State

M Spos 1.0 M DC 1.0 M DW 1.0 M LLpos
M Sneg 1.0 M DC 1.0 M DW 1.0 M LLneg
2-6

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Flexural Design (Article 5.7.3)

Structural Thickness of Slab:
wear 0.5 in
sdeck
12 tseff
0.5 in. sacrificial wear for One course and Two

course Decks.
tseff ts wear
sdeck
128
Skew 10 degerees
in
0.9
cleartop 3.0 in
clearbot 1.5 in
BARdia_top
BARdia_bot
in
5
8
fpc 4.0 ksi
in
fy 60 ksi
Try Alternating #4 and #5 bars at 6 in. spacing in bottom of slab for Positive Moment
2
in
ASprovidedBot 0.51
d bot t s clearbot
d bot
BARdia_bot
2
b 12
ft
wear
Skew
f
180 y
a
0.85 fpc b
a
Skew
f d
180 y bot
M Rpos
13.15 kip ft
a 1
2 12
0.739
M Rpos M Npos
10.80 kip ft
M Upos
>
(1 foot strip)
ASprovidedBot cos
6.188
M Npos ASprovidedBot cos
in
<== Check!
Try Alternating #4 and #5 bars at 6 in. spacing in top of slab for Negative Moment
2
ASprovidedTop 0.51
d top t s cleartop
d top
in
ft
BARdia_top
a
5.188
Skew
f
180 y
ASprovidedTop cos
0.85 fpc b
a
Skew
f d
180 y top
M Nneg ASprovidedTop cos
M Rneg
10.89 kip ft
>
a 1
2 12
M Uneg
0.739
M Rneg M Nneg
10.27 kip ft
<== Check!
3-6

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Article 5.10.3.1 & 5.10.3.2
Maximum & Minimum Spacing of Rebar
MIN 1.5 BARdia_top
MIN
0.938 in
MIN 1.5 BARdia_bot
MIN
0.938 in
MAX
12.75in
<
6 in.
MAX min 1.5 ts 18

KDOTmax ts
KDOTmax
8.5in
<== Check!
>
Article 5.7.3.3.2
fr 0.37 fpc
sdeck fr
M cr
1.2 M cr
12
M minPos min 1.2 M cr 1.33 M Upos

M minPos

kip ft
9.472
9.472 kip ft
<
M Rpos
13.15 kip ft
<
M Rneg
10.89 kip ft
<== Check!
M minNeg min 1.2 M cr 1.33 M Uneg
9.472 kip ft
M minNeg
Article 5.7.3.4
<== Check!
Crack Control
Top Steel
Will calculate the actual stress in the tensile reinforcement by using the working strength
method for a crack concrete section. Will solve the quadratic equation below, which was
developed by summing the moments about the neutral axis.
d c min 2 cleartop
Guess
n 8
BARdia_top
dc
2.313
k 0.21
Skew
180
As ASprovidedTop cos
Given
b k d top
2
k Find( k )
fs
n As d top k d top = 0
12M Sneg
k
As d top 1
3
0.301
fs
30.936
ksi
As
b d top
8.068 u 10
k
3
( n ) 2 n n
4-6

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Exposure_Factor "Class 2"

e
1.0 if Exposure_Factor = "Class 1"

dc
s 1
0.7 t s d c
700 e
f 2 dc
s s
smax
smax
1.534
6.439
>
6 in.
<== Check!
Bottom Steel
Will calculate the actual stress in the tensile reinforcement by using the working strength
method for a crack concrete section. Will solve the quadratic equation below, which was
developed by summing the moments about the neutral axis.
BARdia_bot
d c clearbot
dc
1.813
Guess
Skew
180
As ASprovidedBot cos
k 0.2
Given
b k d bot
2
k Find( k )
fs
n As d bot k d bot = 0
k
0.279
12M Spos
fs
k
As d bot 1
3
27.011
ksi
Exposure_Factor "Class 1"

e

dc
s 1
0.7 ts d c
smax
700 e
f 2 dc
s s
smax
1.387
15.057
>
6 in.
<== Check!
5-6

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Design Manual
Article 9.7.3.2
Distribution Reinforcement
For primary reinforcement perpendicular to traffic:

220
81.183 %
Seff
min
220
Seff
AsLongBot
67
100
67 %
Skew
180
SprovidedBot cos
AsLongBot
0.337
in
ft
in
Use #4 bars @ 6 in. spa. = 0.40
ft
Article 5.10.8
Shrinkage and Temperature Reinforcement
For bars, the area of reinforcement per foot, on each face and in each direction should be:
b deck 44 12
b deck
528 in
Which is the width of the bridge deck in inches
AsShrinkTemp
2
AsShrinkTemp
0.091
1.3 b deck ts
2 b deck ts fy
2
in
ft
0.40
in
<== Check!
ft

AsNegMoment 0.01 ts b
AsNegMoment
1.02 in
ft
No greater than #6 bars for this reinforcement spaced no greater than 12 in. uniformly distributed in two
layers with 2/3 placed in the top layer.
Try Alternating #6 & #5 bars spaced at 6 in. for the top layer.
2
AsLongTop 0.75
in
From above:
ft
in
AsLongBot 0.40
ft
AsLong AsLongTop AsLongBot

2
AsLong
AsLongTop
AsLong
1.15
in
ft
0.652
>
AsNegMoment
0.67
1.02
in
ft
<== Check!
<== Check!
6-6

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Appendix D MathCadd Document for Deck Panel Design

Prestressed Deck Panel Design:
ksi 1000psi
kip 1000lbf
Input
Total finished Deck Slab Thickness .........................................................................
ttotal 8in
Prestressed Panel Thickness.................................................................................
tpanel 3in
Girder Spacing (center to center of the web).....................................................
S
Initial Prestressing Force before Losses ..................................................................
Pi 16.1 kip
Final Compression Strength of Cast in Place Slab....................................................
fpc_slab 4ksi
Final Compression Strength of Prestressed Panel....................................................
fpc_panel 5ksi
Initial Compression Strength of Prestressed Panel....................................................
fpci_panel 4ksi
Unit Weigth of Concrete.........................................................................................
lbf
Wc 150
3
ft
Yield Strength of Plain Reinforcement..............................................................
fy 60ksi
Yield Strength of Presstressed Strand..............................................................
fpy 243ksi
Ulitmate Strength of Presstressed Strand............................................................
fpu 270ksi
Area of Prestressed Strand............................................................................ ..
Aps 0.085 in
Diameter of Prestressed Strand..............................................................................
d ps
8 0 ft
12
3
8
in
Modulus of the Prestressed Strand......................................................................
Ep 28500 ksi
Effective Width for one Presstessed Strand ........................................................
b 6 in <== Shouldn't change
Width of the Pressed Girder Top Flange.........................................................
wtopFlange 24in
Average Humidity ............................................................................................

H 65
__________________________________________________________________________________________________
Calculated Panel Span:
Spanel S wtopFlange 10in
Spanel
6.833 ft
Calculated Slab Thicknesses:

tslab ttotal tpanel
tstructural ttotal 1in
tslab_struct tstructural tpanel
Calculated the Modulus:

Eps
57
psi
Eps
fpc_panel ksi
4030.5 ksi
Ec
57
psi
Ec
fpc_slab ksi
3605 ksi
Ect
57
psi
fpci_panel ksi
Ect
3605 ksi
1-5

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Allowable Prestressing Strand Stress before Losses:

Pi
fpi
fpi
Aps
189.4 ksi
<
0.75 fpu
202.5 ksi
<== Check
Article 5.9.5.2.3a Elastic Shortening

Ep
'fpES
Ect
Pi
fcgp
fcgp
'fpES
t panel b
7.1 ksi
Article 5.9.5.3 Time Dependent Losses

J h 1.7 0.01 H
J st
5 ksi
'fpR 2.4ksi
1 ksi fpci_panel
'fpLT 10.0
fpi Aps
Ag
Ag b t panel
J h J st 12.0 ksi J h J st 'fpR
'fpLT
24.4 ksi
Article 5.9.5.1 Loss of Prestress

'fpT 'fpES 'fpLT
'fpT
'fpT
31.5 ksi
fpi
16.6 %
Total Concrete Compressive Stress After Losses:
V ps
Aps fpi 'fpT
V ps
Ag
745.9 psi
0.45 fpc_panel
>
2250 psi
<== Check
Transformed Section Properties
b eff
b eff
Ec
Eps
tpanel
b tpanel
2
y bar
t slab_struct
tpanel
beff tslab_struct
2
beff tslab_struct b tpanel
5.367 in
y bar
3.404 in
2
2
t panel
t slab_struct
Itotal
t

t
b t panel y bar
b eff tslab_struct tpanel
y bar
12 panel
12 slab_struct
2
2
b eff
scomp
Ipanel
1
12
b t panel
spanel
Itotal
y bar
Ipanel
tpanel
scomp
47.6 in
spanel
9 in
2-5

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Design Manual
Applied Loads
Seff_Panel
Seff_Slab
Spanel 2 5 in 2 1 in
S 2
Seff_Panel
wtopFlange
Seff_Slab
3
Wc b
M DL_SelfWeight
t panel Seff_Panel
Wc b
M DL_Slab
M LL_Construction
50
M DL_FWS
25
t slab Seff_Panel
80 in
lbf
IMP
Seff_Slab 2ft
32
16000 lbf
118.8 ft lbf
M LL_Construction
Seff_Slab
Old Way For LL
148.5 ft lbf
M DL_Slab
2 10
89.1 ft lbf
M DL_SelfWeight
lbf b
2
S
2 8 eff_Panel
ft
ft
M LL_old
74 in
55.6 ft lbf
M DL_FWS
1.3
0.80
12in
b IMP
M LL_old
2253.3 ft lbf
From Appendix 4A the Positive Live Load Moment for the given Girder Spacing S is:
M A4_1
M LL
M A4_1
12in
M LL
5.69kip ft
M LL
2845 ft lbf
M LL_old
1.263
Calculated Stresses At The Service III Level

J DL
J LL
1.0
0.8
MDL_SelfWeight
V DL_Construction
J DL
V LL_Construction
J LL
V Construction
spanel
M DL_Slab
spanel
MLL_Construction
spanel
V DL_Construction V LL_Construction V ps
V Construction
302.2 psi
<
0.0948 fpci_panel
ksi
189.6 psi
<=== Check
ksi
3-5

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Stress At Final Condition

M LL
V LL_Truck J LL
scomp
V DL_FWS J DL
M DL_FWS
scomp
V Final V DL_Construction V DL_FWS V LL_Truck V ps
V Final
<
158.7 psi
ksi
0.19 fpc_panel
<=== Check
424.9 psi
ksi
Factored Moment At The Strength I Level

J DC 1.25
J DW 1.5
J LL 1.75
M u J DC M DL_SelfWeight J DC M DL_Slab J DW M DL_FWS J LL M LL
Mu
5359.2 lbf ft
Article 5.7.3.1 Stress in Prestressing Steel at Nominal Flexural Resistance

Ltransfer 60 d ps
Ltransfer
E 1 0.85
k 2 1.04
fpy
fpu
tpanel
d p tslab_struct
0.28
0.85 fpc_slab E 1 b k Aps
fpe
fpu
0.585
>
0.5
<=== Check
For 4 ksi concrete
Aps fpu
c
fpe fpi 'fpT
1.87 ft
fpu
d ps
dp
c
fps fpu 1 k
dp
1.237 in
5.313 in
fps
252.4 ksi
Ld
12.3 ft
dp
Article 5.11.4 Development of Prestressing Strand

N 1.0
fpe
fp ( x )
N in
Ld
157.9 ksi
fpe x
Ltransfer
fps
ksi
f
3 pe
2
if x Ltransfer
x Ltransfer
fpe
f fpe
Ld Ltransfer ps
otherwise
Need fp at center of panel:

Ld_max
c
Spanel
Aps fps
0.85 fpc_slab E 1 b
fps fp Ld_max
fps
172 ksi
a E 1 c
0.843 in
0.717 in
4-5

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Design Manual
Article 5.7.3.2 Flexural Resistance

I 1.0
a
M n Aps fps d p
2
Mn
M r I M n
Mr
6034.9 lbf ft
6034.9 lbf ft
>
Mu
5359.2 lbf ft
<== Check
Article 5.7.3.3.2 Minimum Reinforcement (Cracking Moment)
fr
0.37
ksi
fpc_panel ksi
fr
fcpe V ps
827.3 psi
M dnc M DL_SelfWeight M DL_Slab
scomp
M cr minscomp fr fcpe M dnc

1 scomp fr
spanel
Mr
6034.9 lbf ft
>
1.2 M cr if 1.2 M cr 1.33 M u
3939.1 lbf ft
<=== Check
1.33 M u otherwise
5-5

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10 FOUNDATION
Table of Contents
10 Foundations ...............................................................................................................1
10.1 General ...................................................................................................................1
10.2 Footings ..................................................................................................................2
10.2.1 Spread Footings ...................................................................................................3
10.2.2 Pile Footing .........................................................................................................4
10.3 Bending Moment ....................................................................................................5
10.4 Shear Design ..........................................................................................................5
10.5 Reinforcement ........................................................................................................9
10.6 Piling ....................................................................................................................12
10.6.1 Timber Piles ......................................................................................................13
10.6.2 Steel Piles ..........................................................................................................13
10.6.3 Cast-in-Place Pipe Pile ......................................................................................13
10.6.4 Prestressed Concrete Piles .................................................................................14
10.6.5 Cast-in-Place Pressure Grouted Piling ..............................................................14
10.6.6 Composite Pile ..................................................................................................14
10.6.7 Pile Points ..........................................................................................................14
10.6.8 Negative Skin Friction ......................................................................................15
10.6.9 Estimating Pile Capacity ...................................................................................15
10.6.10 Pile Driving Analyzer ......................................................................................16
10.6.11 Using the Geology Report for Pile Capacity ...................................................18
10.7 Drilled Shafts ........................................................................................................22
10.7.1 Design ................................................................................................................23
10.7.2 Details ................................................................................................................24
10.7.3 Cross Hole Sonic Logging Tests .......................................................................27
Figures
Figure 10.4-1 Spread Footing Critical Shear .................................................................................7
Figure 10.4-2 Pile Cap Footing Critical Shear ...............................................................................8
Figure 10.5-1 Recommended Placement of Footing Steel (Square) ............................................10
Figure 10.5-2 Recommended Placement of Footing Steel (rectangular) ......................................11
Figure 10.6.11-1 Standard Pile Details .........................................................................................21
Figure 10.7.3-1 Plan of Drilled Shaft ...........................................................................................28
Figure 10.7.3-2 Drilled Shaft Dowel Bars ....................................................................................29
Figure 10.7.3-3 Uncased Drilled Shaft - Dry Pour Method Only .................................................30
Figure 10.7.3-4 Drilled Shaft Construction Using Temporary and Permanent Casing ................31
Figure 10.7.3-5 Example: Permanent Casing Drilled Shaft Design ............................................32
Figure 10.7.3-6 Example: Permanent Casing Drilled Shaft Design .............................................33

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Appendix
Appendix A EXAMPLE: Spread Footing Design ........................................................................34
Appendix B EXAMPLE: Pile Cap Footing Design ......................................................................43
Appendix C Footing Orientation .................................................................................................51

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10 FOUNDATIONS
Since the safety and stability of a bridge structure is of paramount importance, the design engineer
should avail himself of pertinent data concerning the foundation material for proper performance
of the foundation. This would include topographic maps, geological maps, boring logs and laboratory reports of tests on the foundation materials. KDOTs Geotechnical Manual should serve as a
guide for this purpose. The structural engineer is to work closely with the Geology Section to
determine the following: (1) distribution, classification and physical properties of the soil and
rock, (2) bearing capacity of foundation material, (3) the predicted settlement of foundation material, (4) possible influence of adjacent structures, and (5) the effects of groundwater. KDOTs
Geology Section will determine the factor resistances for all foundation elements.
10.1 General
Similar to many other Department of Transportations (DOTs), historically KDOT has used
Working Stress Design (WSD) methods in the foundation design of bridge structures. For the purposes of KDOTs Bridge Foundation Design, Chapter 10 of the LRFD AASHTO Bridge Design
Manual has changed little from the methodologies used in the Standard Specifications. Some of
the material presented within this section has not changed as the methods, details and comments
are still valid.
During preliminary design a number of activities take place to determine the types of foundations
to be used and the permitted capacities for foundation components.
Prior to beginning final design on highway projects, designers should review the Foundation
Engineer's Report and if it is a bridge replacement, review the existing bridge plans.
If a scour analysis is needed, the designer should request the sampling as soon as this is determined.
Bridge foundation studies and geology reports on state projects are compiled by the Geology
Section of the Bureau of Structures and Geotechnical Services. The request for geology is
normally made shortly after field check. The designer typically does not supply the Geologist
with design loads unless drilled shafts are to be used. For drilled shaft foundation supply the
appropriate strength limit loads at the top of the shaft to the Geologist.
The geology report gives recommendations as to the type of foundation to be used at the site (i.e.
spread footing, piling, or drilled shaft). Other recommendations and information in the geology
report may include: minimum footing elevations, pile tip elevations, pile type, bearing capacities,
subsurface soil profile, soil parameters for lateral loads, water table elevation and discussion of
conditions which may be encountered during construction.
In many cases pile supported footings will be recommended. The piling may be precast concrete,
steel H-pile, or steel pipe pile using cast-in-place concrete. Where scour is not a concern and
rock with adequate bearing capacity is found near the surface, spread footings may be recommended. When rock is not near the surface, a footing supported on drilled shafts may be recom-

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Design Manual
mended. When drilled shafts are used, the designer will supply the Geology Section with the top
of shaft factored dead loads and lives loads so the shaft may be sized.
The bearing resistance for the material below spread footings or the axial load capacity for piles
or shafts will be provided in the foundation recommendations.
Recommendations may specify that a waiting period be provided after the placement of an
embankment in order to allow settlement to occur before starting construction of a substructure.
In some cases, a surcharge embankment, to be removed after the waiting period, may also be recommended as a means of accelerating the rate of consolidation.
If long term settlement is expected, pile downdrag will be considered. Unless piles are isolated
from the settling material settlement will introduce downdrag in the piling due to side friction.
The amount of downdrag to consider will be specified in the Foundation Recommendations.
To ensure that foundations will have the capacities anticipated during design, testing or observations are made before and during construction. These construction controls consist of bore hole
testing for spread footings, KDOTs pile driving formula, Pile Driving Analyzer (PDA) testing, or
Investigative Core Holes and Cross-hole Sonic Logging (CSL) for drilled shafts. The foundation
recommendations will identify the construction controls to be used for the project. The designer
will identify on the Geology Sheet and include the bid items required for the investigations and
construction controls.
For bridges on the local road system, the local agency or their consultant will retain a private geotechnical engineering firm to prepare a foundation recommendations report. The report will summarize the geotechnical conditions, the proposed bridge structure, and recommend a foundation
type.
10.2 Footings
In accordance with KDOT policy, footings will not be founded on soils, but be set on a solid
foundation (rock), or on piles driven to solid foundation, on piles driven to a friction bearing
below the maximum anticipated scour or drilled shafts with rock sockets.
The depth of footings below ground line shall be determined by considering the depth of the frost
line, the character of the foundation material and the possibility of undermining. Maximum depth
of frost in Kansas is 2-6 to 3-0.
Footings for streams exposed to erosive action should have the bottom of footings or the top of
piles founded a minimum of 6-0 below stream bed. This depth should consider the location of
the footing relative to the channel, if placed away from the main channel and there is no signs of
degradation this recommendation may be considered overly conservative. Determining the
elevation of the bottom of footings located in channel changes which interrupt the normal stream
gradient, or meandering streams and sand bottom streams requires special consideration. The
geology report will recommend a location of the footing on formation to support the imposed
load. However the designer must place the footing at a location he determines will support the

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Design Manual
design load and satisfy existing features of the stream.

Footings for grade separation structures should have the bottom of footing below frost line or, in
the case of good quality limestone, place the top of footing so it does not interfere with road
section or ditch drainage. Footings founded on rock in streams are placed below the weathered
zone, with the minimum embedment in the unweathered material the thickness of the footing.
When locating new footings, be alert for underground utilities and existing footings.
All external axial forces and bending moments applied to the footing must be safely transferred to
the supporting foundation material. Loads and moments used to determine pile or foundation
pressures shall be the factored controlling strength combination without impact loads.
Factored footing pressures and pile loads are recommended to the designer in the geology report.
These factored loads are used to size the footing base area. The footing shall be designed for axial,
moment and shear using the controlling strength combination.
The minimum plan dimensions for a footing should be 4-0 x 4-0. The footing must meet the
same required strength conditions regarding flexure, shear and development of reinforcement as
in a structural member.
10.2.1 Spread Footings

Minimum thickness of spread footing shall be 2-6 (excluding RCB wingwalls). The footing
shall be sufficiently thick so shear reinforcement is not required.See Appendix A EXAMPLE:
Spread Footing Design
When determining the pressure imposed by a spread footing, the overburden above the footing
is generally ignored (if the ground line is the same) because it is the increase of pressure above
that originally present which is of interest. Since footing weight is equal and opposite it also can
be neglected.
Design spread footings on rock so the loading eccentricity is less than L/3 of the footing
dimension in a direction. The designer will proportion the footings to prevent uplift at the
strength and service limit states. Uplift is allowed at the extreme event limit state. As a caution
to the designer, when a footing is in an uplift condition, the flexural formula (P/A + Mc/I) is no
longer valid, use Article 11.6.3.2 for footings in rock where the eccentricity is greater than L/3.
Spead footing are cut into competent rock formations and the concrete is placed against the
sides of the excavation without formwork, the designer will detail the footing to be cut to neat
lines to allow interaction between the rock mass and the footing.
Spread footing orientation is different for different condition and structure types. Please see
Appendix C Footing Orientation for further information.

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10.2.2 Pile Footing

Minimum thickness of pile cap footing shall be 3-6. The footing shall be sufficiently thick so
shear reinforcement is not required. See Appendix B EXAMPLE: Pile Cap Footing Design.
For footings on piles, computations for moments and shears shall be based on the assumption, the
reaction from a pile is concentrated at the pile center. In determining the load to a pile, the overburden weight directly above the footing and the pile cap weight should be included. The soil
under the pile cap is assumed not to offer a support.
Minimum clear edge distance for piling should be not less than 12" to the nearest edge Article
10.7.1.2. Piling should be embedded a minimum of 12 into a footing cap. The minimum number
of piling in a footing is four.
Maximum pile spacing in the abutment shall be 10-0 with a minimum embedment of 2-0 into
the abutment beam. Minimum pile spacing shall be the greater of 2-6 or 2.5 pile diameters/
widths.
Pile in footing caps are normally driven vertical unless lateral resistance of the soil surrounding
the piles is inadequate to resist horizontal forces due to stream debris, ice loads, etc. Typical batter
for piling in footing is 1 to 12, horizontal to vertical. Maximum practical limit of batter is 3 to
12. Do not batter piling if there is a potential for settlement or downdrag forces. For free-standing
abutments, batter a maximum of 50% of the piles in any one row to resist lateral loads.
All piles must be in compression for Strength I. Piles in uplift must be provided with an anchorage
device at the top of pile sufficient to transfer the load.
Piles must be positively connected to the pile cap or pier cap when the bridge location has a seismic site classification of Zone 1B or 1C. See Figure 3.4.8-1 for the flow chart of classifications.
Detail the positive connection between the pile top and pile cap according to Figure 5.1.6.3-6.
Connectivity should be made by applying shear studs or by passing reinforcement through the
top of each pile with additional confinement reinforcement provided by spiral or hoop reinforcement.
For pile footings in areas where the founding materials are shallow, a minimum depth of piling
will be 13'-0" with a minimum of 6'-0" backfilled with concrete. Coring a socket into the founding materials a minimum of 3'-0", setting the pile and concreting is recommended for most projects in shallow rock. This minimum length will provide flexibility while the backfilled concrete
material anchors the bottom of the piles. Variations to these minimums may be allowed by the
Kansas State Geologist. For scour critical footings, the founding materials' resistance to scour
and the stability of the structure will be evaluated.
Ideal conditions in the field would generate at least 12 of pile cut-off. Piling which rely on end
bearing can have damaged tops during the final drive. Pile cut-off allows the Contractor to

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achieve proper top-of-pile elevation without have to splice a small segment to embed the piling
the required amount. The designer should include this cut-off amount in the quantities for piling.
10.3 Bending Moment

The external bending moment acting on a spread footing should be determined by passing a vertical plane through the footing and computing the moment from the volume of the pressure diagram
under the footing acting over the entire area on the outside of the section being considered. For
pile supported footings, the moment shall be computed by assuming the upward reaction of the
piles as concentrated loads acting outside the section being considered. The critical section for
computation of moments should be as follows:
1. For footings supporting a square or rectangular concrete column, pedestal or wall, the plane
should be at the face of the column, pedestal or wall. For the case of a circular column, the plane
is taken at a face of a square column of equivalent area.
2. For footings under steel bases, section for the moment should be halfway between the face of
column or pedestal and the edge of the steel bases.
3. For moment, a footing is considered a flexural member and as such must meet the requirements
for minimum reinforcement given in Article 5.7.3 as:
the lesser of 1.33Mu or 1.2 Mcr
The cracking moment may be computed by:
1
2
M cr = --- b h f r
6
where f r = 0.37 fc
The factored moment resistance may be computed by:

As fy
0.9
M r = M n = ------- d --a- where a = --------------------------12
0.85 b f' c
2
All bars shall have development length beyond the critical section.
10.4 Shear Design

The designer should determine the required thickness of the footing based on shear to begin the
design. Shear will probably control the thickness on most footing designs. It is KDOT's policy for
the footing be sufficiently thick so shear reinforcement is not required.
Check shear beam action (one-way) shear and punching (two-way) shear. The designer will refer

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to Articles 5.13.3.6, for the location of critical sections for shear and for the load for pile location.
For beam action (one-way) shear the resistance can be calculated by method of sections.
Because there will be no prestressing or shear reinforcement the controlling nominal shear resistance as given in Article 5.8.3 as:
V n = 0.0316 f' c b v d v
For footings where the distance from zero shear to the face of the column is less than 3 d v or there
is no transverse reinforcement = 2.0 .
The factored shear resistance is V r = V n = 0.90V n
For punching (two-way ) shear the factored shear for two-way action must be adjusted in
accordance with Article 5.13.3.6.3 This adjustment is by the ratio of the lengths of the long and
short sides of a rectangular column and a reduced allowable punching shear stress must be used.
When individual loads overlap or project beyond the edge of the member the critical portion is
that is the smallest envelope that will actually resist the shear and is given by:
V n = 0.063 + 0.126
------------- f'c b o d v 0.126 f'c b o d v
Where:
c = ratio of the long side to short side of the rectangle through which the
concentrated load or reaction force is transmitted
b o = perimeter of the critical section
d v = effective shear depth
b v = effective shear width
One-way and two-way shear in footings is illustrated graphically in the following pages.
A design example for a spread footing can be found at Appendix A EXAMPLE: Spread Footing Design
A design example for a pile cap footing can be found at Appendix B EXAMPLE: Pile Cap
Footing Design

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Figure 10.4-1 Spread Footing Critical Shear

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Figure 10.4-2 Pile Cap Footing Critical Shear

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10.5 Reinforcement
(a)
In one-way footings and two-way square footings, reinforcement shall be

distributed uniformly across the entire width of the footing. See Figure 10.5-1
Recommended Placement of Footing Steel (Square). I
In two-way rectangular footings, reinforcement in the long direction (the long
bars) shall be distributed uniformly across the entire width. For the short length
bars, a percentage of the total reinforcement is distributed uniformly across a
column band equal to the short width of the footing (centered on centerline of pier
column) and is based upon the following: Reinforcing in the column band width =
2/(B+1) times the total reinforcement in the short direction. B is the ratio of the
length of long side to short side. The remainder of the footing (on either side of the
column band) shall be reinforced the same as the column band. See Appendix A
EXAMPLE: Spread Footing Design and Figure 10.5-2 Recommended Placement
of Footing Steel (rectangular) for calculations and layout.
(b)
For ease of construction and detailing it is recommended where possible a 6" bar
spacing be used in all reinforced concrete footings.
(c)
The reinforcement in the long side as mentioned above and as specified should be
determined per Article 5.13.3.5 as follows:
1.
Compute total steel required (Ast) for short bars (long side).
2.
Compute As-BW = (2 Ast / (B + 1))B where As-BW is the total average steel
in the column band with in the short direction.
3.
Determine bar size for steel at 6" centers and equally space across footing.
The above recommendation will place an excess of reinforcing steel in the area
outside the column strip. However, for a majority of footings of the size generally
found on KDOT bridge footings, the ease of construction of all bars the same
spacing outweighs the savings in cost of the steel. At locations where a long span
bridge results in a large footing, the costs can be evaluated to determine if varying
the spacing would be beneficial.
(d)
When footings greater than 4-0 in thickness are used, the designer should
consider placing reinforcing steel (temperature distribution steel minimum) in the
top of the footing. Reinforcing should also be placed in the top of the footing when
the footing is in an uplift condition.
(e)
In pile foundations, minimum rebar clearance over the top of pile shall be 3".

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Figure 10.5-1 Recommended Placement of Footing Steel (Square)

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Figure 10.5-2 Recommended Placement of Footing Steel (rectangular)

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10.6 Piling
Piling is considered when the subsurface conditions are not suitable for spread footings to be
used. Since it is KDOT's policy to construct spread footings only on a rock foundation, the use of
piling is quite prevalent. Piles are also used as a protection against scour.
For a pile foundation to perform satisfactorily, the designer must study and evaluate carefully the
properties of the pile materials and the foundation materials around and beneath the piles to
determine the proper pile type and length. The geology report makes recommendations as to the
type and size of pile, pile tip elevation and factored resistances; however, this does not relieve the
designer of the responsibility to be aware of special conditions which might require further
investigation or a change in scope.
Piles may be classified in two main types, point bearing or friction. Realistically, there is usually
friction on pile and some point bearing at the pile tip. However, a pile which receives the majority
of its support from soil near its tip is a point bearing (end bearing) pile, and a pile which receives
the majority of its support by friction from the soil along its shaft is referred to as a friction pile.
When friction piles are used in a structure, at least one Test Pile Special shall be specified on the
plans. Depending upon the size of the structure, a test pile may be located at the abutment and
possibly one or more piers.
In the use of piling for a particular job, the selection of the pile type is dependent upon the
following factors: (1) the magnitude of the loads, (2) the properties of the foundation material, (3)
exposure conditions, and (4) economic consideration. Other considerations in determining the
choice of type of pile may include:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
Length required.
Bearing value desired per pile.
Experience with similar structures and conditions.
Value of a pile as a column if end bearing.
Resistance of piling to hard driving.
Minimum disturbance or maximum displacement of soil, if a factor.
Ease of driving at an angle if batter piles are required.
Presence of elements in foundation material which would be injurious to certain types of
piles.
Need to splice pile in field.
The capacity of single piles may be evaluated by the structural strength of the pile and by the
supporting strength of the soil. From past experience with driven piles, the designer can be
confident for end bearing piles driven below ground, there is little danger of buckling. Even soft
soils can provide the small amount of lateral support necessary to prevent lateral buckling.

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When different size piling are used on a bridge, show separate bid items for each pile size in the
Summary of Quantities on the details.
Piles can be further classified by the material of which they are made, i.e., timber, steel, concrete
and composite piles.
10.6.1 Timber Piles

Timber piles are used for comparatively light axial and lateral loads and where conditions indicate
they will not be damaged by driving. Timber piles are rarely used on permanent bridge structures
today, but they are used for temporary structures such as falsework construction. Care shall be
taken when driving falsework piling to avoid underground utilities. For permanent installations,
untreated timber pile is used below water line (pile will be continually wet) and treated timber at
all other locations. Untreated pile may be used on temporary structures. Use pile points for timber
pile when hard driving is anticipated.
10.6.2 Steel Piles

Steel piles are generally used for point bearing piles and commonly utilize the HP-section. H-piles
are available in many sizes and lengths and are relatively easy to splice by welding. H-piles are
well adapted to deep penetration and close spacing due to their relatively small point area and
small volume displacement. They can also be driven into dense soils, coarse gravel and soft rock
without damage. In some foundation materials, it may be necessary to provide pile points to avoid
damage to the pile.
Exposed steel piles are subject to corrosion and deterioration; however, steel piles embedded in
undisturbed material where little free oxygen is present are not subject to severe corrosion. Steel
near the surface will corrode forming a coating which should inhibit further corrosion. Steel piles
extending above ground or waterline are subject to corrosion at the contact line due to action of
surface water, organic topsoil and oxygen. In this case, piles should be protected by concrete
encasement a minimum of 2-0 below, to minimum 2-0 above water or ground line. The piling
above this point should be protected as specified for structural steel. In active stream channels, the
Engineer should consider the likelihood of streambed migration when encasing steel piling.
10.6.3 Cast-in-Place Pipe Pile

Cast-in-place pipe pile are considered as displacement (friction) type pile. Closed-end pipe piles
are formed by welding a watertight plate on the end to close the tip end of the pile. The shell is
driven into the foundation material to the required depth and then filled with concrete. Thus both
concrete and steel share in supporting the load. After the shell is driven and before filling with
concrete, the shell is inspected internally its full length to see if damage has occurred during the
driving operation. Pipe pile may be either spiral or longitudinally welded, or seamless steel. Pipe
piles are normally used in foundation footings. Their use for above ground pile bents is not

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recommended. Pipe pile are considered concrete pile for bidding and on the Standard Pile sheet.
Open ended piling are okay to use in dense fine grained sands. Fill the area from the top of the
earth plug to the top of the pipe with concrete.
10.6.4 Prestressed Concrete Piles

Pre-cast prestressed concrete piles are used mainly as friction piles, but have occasionally been
used as bearing piles. These piling are cast square or octagonal in shape. Prestressing induces
compression in the pile which eliminates open cracks and permits sustained bending stresses. It
also neutralizes the tensile stresses which can develop under certain driving conditions. The
stressing steel is enclosed in a conventional spiral. Lengths are governed by the amount of
prestress in the pile and the number of pick-up points. The maximum length of a single
prestressed pile should not exceed 90-0. Splices are not recommended in prestressed pile
because of the difficulty of constructing a good joint. See Standard Pile Details (Std. BR110)
for method of building-up the end of pile.
10.6.5 Cast-in-Place Pressure Grouted Piling

A contractor can use an augered pile system to place a pile without vibration or hammer noise and
with minimal disturbance to adjacent footings or structures. These piles are constructed by
drilling with a continuous flight hollow shaft auger to the required depth. A non-shrinking mortar
is then injected, under pressure, through the hollow shaft as the rotating auger is slowly
withdrawn. A reinforcing steel cage is placed in the shaft immediately after the auger is
withdrawn. Minimum spiral diameter for a #3 and #4 spiral bar is 9" and 13" respectively.
Maximum pitch for these small diameter spirals is 6".
10.6.6 Composite Pile

A common type of composite pile which has had application on several projects is precast piling
with H-section tips. This particular type of pile is advantageous when used in footings and bents
at locations where it is desired to obtain pile penetration through an alluvium where hard driving
is expected or foreign objects are present which might damage a concrete pile. Such a location
might be driving pile through the glacial till in northeast Kansas. The concrete pile at the ground
line would provide a structural member better suited for the exposure conditions. For composite
piles, the pile load limitation should be based upon the maximum capacity allowed for the
weakest member.
10.6.7 Pile Points

Pile points are available for most types of piles. The geology report may specify pile points at
some sites to obtain a desired penetration or to penetrate existing obstructions in the alluvium. All
points should be cast steel. Points are manufactured in various configurations to suit the driving
conditions. The designer should select a suitable point for his site conditions. Points should not be

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manufactured with the use of welded plates. The KDOT Specifications adequately cover the
requirements for pile points.
10.6.8 Negative Skin Friction

The designer needs to be aware of the interaction between surrounding soil and a driven pile
resulting in the phenomenon called negative skin friction or downdrag. Where it exists,
additional load can be added to the pile. Down drag results where overburden is placed over
underlying layers of a material which may consolidate and settle. Such areas might be fill over a
material behind a wall which is not compacted or a compressible clay loess. Negative friction is a
problem most often associated with end bearing piles. It is important these piles be driven to the
plan penetration. Predrilling, casing and backfilling with low-friction (such as bentonite slurry)
may help in reducing the downdrag. The load may be estimated as equivalent to the resistance of
the pile attributed to skin friction in the static analysis. This will typically be addressed in the
geology report or the soils report. The geology report will provide recommendations.
10.6.9 Estimating Pile Capacity

Two methods of estimating ultimate capacity of piles on the basis of dynamic driving resistance
are pile-driving formulas and wave equation analysis.
(a)
Pile-Driving Formulas
Numerous dynamic pile-driving formulas have been developed based on the amount of
energy delivered to the pile by the hammer and the resulting penetration of the pile. See
Section 704 of KDOT Standard Specifications for Modified ENR formulas used by
KDOT. The basic assumption of these formulas is as follows:
Energy input = energy used + energy lost
WH = RS + Z
where W = weight of the falling hammer (or ram)
H = height of drop of W
R = ultimate resistance of the soil to penetration by pile
S = penetration of pile into soil per blow (set)
Z = sum of all energy losses due to any cause whatever
Therefore, by knowing the energy input (WH) and estimating the energy losses (Z), the
driving resistance (R) can be calculated from pile movement observations (S).
Because of the difficulty in estimating the many energy losses during pile driving, these
dynamic formulas can only approximate pile driving resistance. However, they are used
to determine when to stop driving a pile so the bearing capacity of the pile will be the
same as the other piles driven in the same subsoil.

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The ENR formulas already incorporate a safety factor, therefore, applying a safety factor
to the load is not necessary.
It should be noted for heavy piling (i.e. larger than HP14x102), the pile driving formulas
found in the KDOT Specifications may not be valid and the PDA should be used to verify
the pile loads. Specifications also require the gross energy to be 2.5 times the weight of
the pile in pounds (Section 704). In these cases, the designer must specify the required
minimum hammer energy on the plans.
(b)
Wave Equation Analysis

Wave equation programs are having a gradual increase in use for determining the
dynamic behavior of piles during driving. The wave equation is based upon the theory of
longitudinal wave propagation. The stress wave is generated from the hammer impact on
the pile head. The wave equation is useful in determining: (1) pile capacity, (2) driving
stresses, and (3) a compatible pile driving system.
The WEAP (Wave Equation Analysis of Piles) program is used to investigate the effects
of such factors as ram weight, ram velocity, cushion and pile properties, and the dynamic
behavior of the soil-pile interaction during driving. The Wave Equation Model is one in
which the driving hammer, hammer cushion, helmet and pile are represented by a series
of masses and springs. The soil is represented by a series of elastic-plastic springs and
linear dashpots. The WEAP program has been prepared in four volumes under the
sponsorship of FHWA.
One problem with the WEAP program is the user must make educated assumptions of
soil and pile parameters are to be made and input these values into the program.
Therefore the predicted pile capacity is only as good as the assumptions made. This
problem has been solved by using wave equation analysis in conjunction with field
measurements. These measurements are taken by the Pile Driving Analyzer.
10.6.10 Pile Driving Analyzer

The Pile Driving Analyzer (PDA) can be used in the field to determine the minimum pile length
and penetration require. Strain gages are used to determine if pile damage has occurred and to
determine the efficiency of the driving system. When using the bid item, Test Pile Special the
designer will add an additional 10- 0 to the length of the pile to allow for the attachment of PDA
gages.
The Case Method* which employs wave theory, is used with the PDA to obtain an axial static pile
capacity. (*From Case Institute of Technology, Cleveland, Ohio)

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The Analyzer measures force and acceleration of the pile by attaching strain transducers and
accelerometers directly on the pile. For each hammer blow, data is fed into a small field computer
and calculations made based upon one-dimensional wave mechanics.
The PDA was developed to perform in a manner which can easily be used on a routine basis in the
field. The PDA can perform the following:
(a)
Calculate and display the Case Method Capacity.
(b)
Calculate and display driving energy delivered to the pile top.
(c)
Sensing and display the maximum force at the location of the measurement transducers.
(d)
Sensing and display the maximum velocity at the location of the measurement
transducers.
(e)
Scaling of the measured records and deliver the records to an analog tape recorder.
(f)
Display of measured force and velocity record in a form which can easily be evaluated.
(g)
Display of measured force and velocity records on a plotter for examination and
evaluation in the field.
A line printer on top of the PDA prints a line of digital output for each hammer blow. Specific
quantities include the following:
(a)
Maximum force, velocity, acceleration and displacement at the transducer.
(b)
Force resisting penetration.
(c)
Predicted static pile capacity.
Stress wave travel time.
(d)
(e)
Maximum energy transmitted to the pile.
(f)
Maximum computed tension in the pile.
(g)
Pile integrity check.
(h)
Hammer operating rate in blows per minute.
The primary use of the PDA is in driving friction pile. It has limited application for point bearing
pile unless a drive history in a particular material is desired or if cracked or damaged pile is
suspected.
The practical results of using the PDA on a specific project are:

(a)
(b)
The pile is driven to a blow count required at a specific site which yields a capacity of
strength I / Phi value to ensure that the pile has sufficient capacity.
Provides minimum pile length and penetration required.
(c)
Indicates if the contractors hammer is adequate to drive the pile and obtain desired
capacity.
(d)
Can measure the actual efficiency of a Contractor's driving system.

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Can detect if structural pile damage has occurred.
The PDA can be used in conjunction with a CAPWAP (Case Pile Wave Analysis Program)
program to develop a data base of soil and pile properties applicable to future WEAP foundation
solutions.
As mentioned earlier, the Geology Report gives recommendations for pile type, size, tip elevation
and allowable load. Normally, the Geology Section runs the WEAP Program, if necessary, to help
determine foundation recommendation.
The designer should refer to KDOT Specifications Section 704 for information on Test Pile
(Special) for requirements when the Pile Driving Analyzer is to be used.
References:
Recommended Practice for Design, Manufacture and Installation of Prestressed Concrete
Piling - PCI Journal, March-April 1977 Vol.22, No. 2, Page 20.
Steel H-Piles - U.S. Steel Corporation
Wave Equation Analysis of Pile Foundations, Weap86 Program, Volume I, II, III, IV; FHWA,
March 1986.
10.6.11 Using the Geology Report for Pile Capacity

The bridge designer will review the geology report and select the pile size that gives an appropriate number of piles for the application intended. For example, a pile cap may have an odd or even
number of piles arranged in a symmetric manner. For a structure being built using phased construction the designer will determine the number of piles appropriate for the phasing layout.
The geology report will have a table of capacities and resistance factors for each bent and pile
sizes as show below. Any special instructions such as pre-drilling, pile points, re-strike and the
use of the PDA will be indicated and included in the final plans.
F or point bearing piles the geology report will indicate which formation the pile shall bear upon.
In the example below values for the Lane Formation was given in the report.

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Using the Information above:

Example:
Total Strength I Reaction at Abutment #1 Pu = 1,650 kips ===> Try HP12 x 53
The Service I Reaction at Abutment #1 = 968 kips
The number of Piles reqr'd = Pu / Rr = 1650 kip / 262 kip per pile = 6.29 pile (OK), use 7 piles
The Strength I Load per pile = 1650 kip / 7 piles = 235.7 kip per pile ==> use 118 tons
The Service I Load per pile = 968 kip/ 7 piles = 138.3 kip per pile ===> use 69 tons
Use General Notes: NOT1005 and 9301
NOT1005 shown incomplete for example purposes
PILING: Drive all piling to penetrate or bear upon the Lane Formation. Driving shall stop when
in the opinion of the Engineer additional driving may damage the piling. Drive all piling to the
Pile Driving Formula Load of:
Abutment No. 1
Pier No. 1
118 Tons
___ Tons
Designer notes below are included in the plan notes, but not placed on the plans
*** The Designer will fill in the above ________ with the formation or elevation as provided in
the geology report.

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***When the PDA is used, the piles are driven to a strength/Phi resistance value.
*** The Pile Driving Formula Load is the value calculated from the pile formulas in the Specifications.
NOTE:
The Controlling Strength Limit is used because the Modified ENR Pile Driving Formulas used by
KDOT have a Factor of Safety between 5.0 8.0 built into them, and have not been calibrated to
the Nominal Resistance from the PDA driving RPDA. When the PDA is used in the field and the
blow count is established for a particular hammer the Nominal Resistance, Rn = Strength/Phi
resistance value is used because the PDA has no built in Factors of Safety but, measures the actual
forces and stresses. When the PDA is used the minimum driving resistance is RPDA, and the maximum driving force is 110% RPDA.
NOT9301 shown incomplete for example purposes
LRFD DESIGN PILE LOAD:
Design Loading (Tons/Pile) Strength I Service I
Phi
Abutment 1
118 tons
69 tons
0.65
Piers
_________ _________ ________
*** The designer will fill in the ____ above for the controlling limit state. The value of Phi is in
the Geology Report.
NOTE:
The information above clarifies the service conditions and reports the Strength Limit State, when
the PDA is used the Nominal Resistance can be calculated by the Geologist.
The PDA requested on the Geology Report accompanies the bid item, "Test Pile Special", and
designer will add an additional 10'-0" to the pile length to allow for the gages to be installed.

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Figure 10.6.11-1 Standard Pile Details

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10.7 Drilled Shafts

Drilled Shafts are considered where footing conditions require bearing to be carried to a rock
formation and the following conditions exist:
(a)
The footing would have short piles (10 foot or less) and it is unlikely penetration of
the piles could be obtained to anchor the ends of the pile without pre-drilling.
(b)
The water table is relatively high and thus, to construct a footing on formation, a
deep cofferdam would be needed. Previous experience may also indicate a
cofferdam would be difficult to seal.
(c)
A spread footing foundation would be uneconomical because the depth of the rock
formation would require an excessive amount of shoring and excavation.
(d)
There are concerns about pile driving vibrations, noise or overhead clearance.
For bridge construction KDOT utilizes four bid items for drilled shaft construction:
Drilled Shaft (size)(cased) or Drilled Shaft (size) ,
Permanent Casing (size)(Set Price),
Sonic Test (Drilled Shaft)(Set Price)
Core Hole (Investigative).
A cased Drilled Shaft may be constructed with a heavy walled temporary casing and with a thin
walled CMP permanent casing depending upon the site conditions. In many instances the
Contractor will elect to use a heavy walled permanent casing to speed the construction of the
shafts. The geology report may indicate the use of only a heavy walled permanent casing for
special site conditions. The designer will add this information to the plans if directed to do so.
KDOT does not allow the construction of drilled shafts using temporary casing.
Uncased construction of drilled shafts are used only when bedrock is at the surface and the excavated shaft is expected to be stable and no caving soil or excess water flow is anticipated. This
method of construction is mainly used on smaller drilled shafts such as those used for sign support
foundations.
For High Mast Light Towers and Overhead Sign Structures construction the drilled shaft may be
cased or uncased. There is not a bid item and the drilled shaft is not paid for or measured in the
field.
The geology report will indicate which of the drilled shafts will have the bid item Core Hole
(Investigative) used. A core hole is drilled with NX sized drilled and retained in the field to
compare the material at the rock socket tip elevation. If the site is geologically uniform in nature
then the geologist may require only one core hole on the site. However, if the site is non-uniform

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or is varied, the geologist may have one or two core holes per bent. Based on the directions from
the geology report, it is the designer responsibility to place Core Hole (Investigative)on the
Geology Sheet.
The bid item Sonic Test (Drilled Shaft)(Set Price) is added by the designer and is used for
Cross-Hole Sonic Logging (CSL). In general, the rules the field follow for which shafts to test
are: All wet pour drilled shafts get CSL tested and the first pour of any different pouring method
gets CSL tested. The designer will detail the number of CSL tubes to be included in each shaft.
Usually the shafts are drilled to rock and then socketed a minimum of 1 times the diameter into
the rock. 1 times the diameter is a minimum embedment for the shaft to be considered a fixed
support for structural analysis. When the shaft cannot be located or is not located 1 diameters
into a sound un-weathered formation, the condition of the support can be assumed as pinned for
structural analysis. In most cases, locate the tops of the drilled shafts casings above the ground
line or above the Ordinary High Water line to eliminate the need for cofferdams, seal course or
structure excavation and to facilitate the placement of concrete.
On wet pours (concrete placed underwater), debris and water from the bottom of the shaft rises to
the top as the shaft is filled with concrete. The Contractor removes this debris, excess water and
unsound concrete from the top of the shaft by overfilling the casing until clean, sound concrete is
apparent. Locating the top of the casing above the ground line allows the Contractor to more
easily accomplish this task.
In streams, locate the top of the casing above the Ordinary High Water so the Contractor does not
have to provide cofferdams to construct the drilled shafts. The bottoms of web walls are normally
located 1 foot above Ordinary High Water. When the channel could migrate laterally, the bottom
of the web wall will be located below the existing ground line. In this instance, the top of the
drilled shaft casing cannot extend above ground line because it is preferred to have the top of the
shaft located below the web wall. In this case, additional excavation beyond the minimum may be
required to provide the contractor sufficient room to construct the columns and web wall. Place a
note on the plans alerting the Contractor to the fact additional excavation beyond the minimum
may be required. Additional work necessary to complete the task is subsidiary to the Pay
Quantity.
10.7.1 Design
Drilled shafts are designed to transmit axial loads to a rock foundation material and to resist
bending due to lateral loads.
The design of drilled shaft foundations is somewhat empirical as far as soil-shaft or rock-shaft
interaction is concerned. With many foundation materials, it is difficult to simulate in the
laboratory the in-situ environment due primarily to the problem of obtaining undisturbed
samples of the material. Transfer of axial load from the shaft to the supporting material is
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dependent upon interrelated factors such as subsurface conditions, the geometry and structural
features of the shaft, method of construction, and elapsed time after construction.
The skin friction along the length of the shaft in soil is relatively small since the drilled shaft is
unlike a driven pile where the surrounding soil is compacted. For this reason the skin friction of
the shaft in soil is neglected. A drilled shaft is usually designed as a compression member with the
load carried by side friction on the rock plus the rock end bearing capacity. Side friction values
and end bearing values are recommended in the geology report.
The behavior of a drilled shaft under lateral load is largely controlled by the flexural stiffness of
the pier relative to the stiffness of the material surrounding the upper portion of the shaft and also
upon the degree of shaft head fixity. The geology report will give p-y curve data for each of the
layers that the shaft is passing through. The designer can use this data to determine what spring
constants to be used in the structural modeling of the shaft. In modeling the shaft this way the
resistance of the shaft is not focused on a fixed point, as when one assumes a point of fixity a
certain distance in the founding rock socket, but spreads the lateral load over a greater length of
the shaft. This can be more beneficial when the shaft is passing though shale layers that would
normally not be considered a point of fixity, but do offer some lateral resistance.
Example information from Geology Report: Heebner Shale Member based on 4.0 foot drilled
shaft:
YP (I,J)
0.0000
0.0016
0.0096
PP (I,J)
0.0000
873.600 k/ft
1092.000 k/ft
Calculate Lateral Spring Constant for that zone:
K spring
k
1092 ---ft
k
k
= -------------------- 1.0ft = 113, 750 ---- = 9, 479 ----0.0096ft
ft
in
The above spring constant can used in the structural model per foot length of drilled shaft within
that geologic zone, this can be done for each geologic zone for a drilled shaft.
10.7.2 Details
Drilled shafts used on KDOT bridges will normally be a minimum of 3 in diameter since this is
about the minimum size which can be properly inspected.
As a minimum, the drilled shaft diameter will be at least 6" larger than the column it supports.
Likewise, the pier cap will be 6" larger than the column which supports it. This is for contractor
convenience and is considered sound detailing practice for constructability.

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The clear spacing between vertical bars of the reinforcing bar cage should be three to five times
the size of the maximum coarse aggregate. (Use 3" minimum clearance.)
The outside diameter of the assembled rebar cage will have a minimum clearance Figure 10.7.32 Drilled Shaft Dowel Bars smaller than the casing diameter to permit the free flow of concrete
between the rebar cage and the hole and to provide adequate concrete cover.
Controlled free-fall concrete will be allowed in drilled shafts less than or equal to 4-0" in
diameter. Larger diameter shafts typically have cross-ties in the reinforcing cage. These cross-ties
will cause a problem with concrete segregation in a free-fall situation.
Use spiral reinforcing, with a pitch of 1-0, in the drilled shafts. Use hoops only when spiral
reinforcing is unavailable. Current maximum diameter of spiral reinforcing is 8 feet. See Figure
10.7.3-1 Plan of Drilled Shaft for additional reinforcing details.
Smooth steel casings used in the construction of drilled shafts shall be designated by specifying
the inside diameter. Casing is commonly available in 6" increments of diameter.
Standard diameters with available wall thicknesses are listed below.
Standard Tool Casings
Outside Diameter
Standard Available
Wall Thickness Range
18" thru 24
Min. 1/4; 9/32; 5/16; 3/8 Max.
30" thru 36"
Min. 5/16; 3/8; 7/16 Max.
42" thru 60"
Min. 3/8; 7/16; 1/2 Max.
66" thru 96"
Min. 13/32; 7/16; 9/16; 3/4 Max
Corrugated metal pipe casings are designated by specifying the inside diameter.
The following is pertinent plan information relating to the different methods of drilled shaft
construction:
Uncased Drilled Shaft: (See Figure 10.7.3-3 Uncased Drilled Shaft - Dry Pour Method
Only)
The Geology report will indicate where this method can be used. It will typically be at
a site where the bedrock is very near the surface and no excessive water flow into the
shaft. Show a note on the plans: CONSTRUCT THE DRILLED SHAFTS USING
THE UNCASED METHOD. (See Standard Note 1100 DRILLED SHAFTS).

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Design Manual
Show the diameter of the drilled shaft in the rock socket.
Show the rock socket minimum length of 1 times the shaft diameter.
Show bid item: PERMANENT CASING.
Show the bottom of drilled shaft elevation.
Cased Drilled Shaft: (See Figure 10.7.3-4 Drilled Shaft Construction Using Temporary
and Permanent Casing)
Show a note on the plans: CONSTRUCT THE DRILLED SHAFT USING THE
CASED METHOD. (See Standard Note 1100 DRILLED SHAFTS).
Show the rock socket dimensions.
Show rock socket diameter and minimum uncased length of rock socket.
Show minimum diameter of permanent casing.
Show the maximum depth of the permanent casing.
Show the bottom of drilled shaft elevation.
Do not show bid item: PERMANENT CASING. (The casing is subsidiary to the bid
item DRILLED SHAFTS and should be noted as such.)
Figure 10.7.3-5 Example: Permanent Casing Drilled Shaft Design is an example of a cased drilled
shaft design.
There has been some confusion concerning the bid items Drilled Shaft and Permanent
Casing. The following explanation clarifies our intentions:
When permanent casing is called for in the contract plans, the bid item Permanent
Casing is not shown on the plans. The casing is subsidiary to the bid item Drilled
Shafts and should be noted as such.
All other projects with drilled shafts require the bid item Permanent Casing. The price
will be set by the Construction Department in the proposal. If in the Engineers judgment,
actual construction conditions require a permanent casing be used, the Contractor will be
paid for the casing at the contract price.
In some cases, a Contractor may decide a permanent casing method is in his best interest
even though a permanent casing is not required by plan or, in the judgment of the

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Design Manual
Engineer, construction conditions do not dictate a permanent casing is needed. The

permanent casing bid item is not in effect in this situation and the Contractor will not
receive extra compensation.
Equip all drilled shafts with pipes to allow for Sonic Testing of the completed drilled shaft. See
KDOT Specification. Place pipes on the inside of the reinforcing cage. Place pipes so concrete
flow to the periphery of the drilled shaft is not impeded. See Figure 10.7.3-1 Plan of Drilled Shaft
for proper placement. To facilitate sonic testing, keep adjacent sonic tubes separated by at least 20. Indicate on the plans the number of sonic tubes required in each shaft. The number of pipes
shall be as follows.
Diameter of Shaft
< 5-0
> 5-0 < 6-0
> 6-0 < 7-0
> 7-0 < 7-6
> 7-6
Number of Pipes
4
5
6
7
8
Inspect the first wet hole on a project using Sonic Testing. Inspect dry holes if a problem is
suspected.
10.7.3 Cross Hole Sonic Logging Tests

If anomalies occur during testing, KDOT will require coring the shaft (according to Section 703
of the Standard Specifications) within the region of the anomalous zones. Inferences of concrete
strength or other properties from a reduced signal strength or arrival times will not be used. In
such instances, core extraction and testing is the only method accepted by KDOTs Bridge Office
to determine the capacity of a drilled shaft.
References:
1)
Woodland, R.J.; Gardner, W.S.; Greer, D.M., Drilled Pier Foundations, McGrawHill Book Co., Inc., New York, 1972.
2)
Reese, Lymon C., Handbook on Design of Piles and Drilled Shafts Under Lateral
Load, Federal Highway Administration, FHWA-IP-84-11, July, 1984.
3)
ADSC: The International Association of Foundation Drilling, Drilled Shafts:

Construction Procedures and Design Methods, FHWA-HI-88-042, July 1988, 564
pp.

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Figure 10.7.3-1 Plan of Drilled Shaft

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Design Manual
Figure 10.7.3-2 Drilled Shaft Dowel Bars

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Design Manual
Figure 10.7.3-3 Uncased Drilled Shaft - Dry Pour Method Only

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Figure 10.7.3-4 Drilled Shaft Construction Using Temporary and Permanent Casing

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Figure 10.7.3-5 Example: Permanent Casing Drilled Shaft Design

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Figure 10.7.3-6 Example: Permanent Casing Drilled Shaft Design

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Appendix A EXAMPLE: Spread Footing Design

Design footing for Strength I:
Loads
DC
LL
BR
WA
1.25
1.75
1.75
1.00
P
1150
240
0
0
MT
0
1500
0
150
ML
30
250
65
0
Strength I Combination
Axial
Pu = 1.25(1150) + 1.75(240) = 1858 k
Moment about the transverse footing axis
MuT = 1.75(1500) + 1.00(150) = 2775 k-ft
Moment about the longitudinal footing axis
MuL = 1.25(30) + 1.75(45) + 0.33(450) = 551 k-ft
Try a 16 ft x 8 ft footing
30kipsThe Factored Bearing Resistance as given in the Geology Report q r = 15tons

----------------- = ---------------2
2
ft
ft
Footing Inertia
1
4
I T = ------ ( 8 ) ( 16 ) 3 = 2731ft
12
1
4
I L = ------ ( 16 ) ( 8 ) 3 = 683ft
12

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Strength I Footing Pressures

P M uT c T M uL c L
1858
( 4 )( 8 -) 551
---------------q u ( total ) = -----u --------------- ---------------- = ------------ 2775
------------------= 14.5 8.13 3.23
IL
128
683
A
IT
2731
k
k
max = 25.9 -----2- min = 3.14 -----2- < qr OK
ft
ft
Check that the eccentricity is less than L/3 of each footing dimension
k ft
k ft
M uL
M uT
8ft
16ft
551
2775
e L = ---------= ------------------- = 0.29ft < ------- e T = ---------= ---------------------- = 1.49ft < ---------- OK
3
3
Pu
1858k
Pu
1858k
One-Way Shear (Beam Shear) Transverse Axis
Strength I Footing (Transverse axis)

P M uT c T
k
1858 2775 ( 8 )
k
q u ( trans ) = -----u ---------------- = ------------ -------------------- = 14.5 8.13 max = 22.6 -----2- min = 6.4 -----2IT
128
2731
A
ft
ft

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Try a KDOTs minimum spread footing thickness of 2-6

Design Footing Depth without shear steel
Use 3 clearance for reinforcing steel
1
d v = 30 3 --- = 26.5 = 2.21 assume a #9 bar will be used
2
Equivalent Column
3.0 2
2
A round = ------- = 7.06ft
2
square =
7.06ft = 2.66ft
dcol. equiv = 6ft + 2.66ft = 8.66ft

Load
Calculate the area of the pressure diagram from dv away from the support to the end of the member
k
k
22.6 -----2- + 21.1 -----2ft
k
ft
V u = ----------------------------------------- 1.46ft = 31.9 ---2
ft
Resistance
Calculate concrete shear strength Article 5.8.3.3
k
V n = 0.0316 f' c b v d v = 0.0316 2 4 12in 26.5in = 40.2 ---ft
k
k
V u = V n = 0.9 40.2 ---- = 36.2 ---- > V u OK
ft
ft
One-Way Shear (Beam Shear)
Longitudinal Axis
Because only a small portion of the footing is outside the critical section, at dv away from the support, there is no need to check it.

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Two-Way Shear (Punching Shear)
dv
The critical section for two-way shear is located at ----- away for the face of the support
2
dv
----- = 2.21ft
-------------- = 1.105ft
2
2
Load
Calculate the shear demand by using the bearing pressure times the net area
Pu
1858k
V u = ------------- A net = ------------------------ ( ( 8ft 16ft ) ( 10.87ft 5.21ft ) ) = 1036k
A total
8ft 16ft
Resistance
Calculate concrete shear strength Article 5.13.3.6.3
V n = V c = 0.063 + 0.126
------------- f' c b o d v 0.126 f' c b o d v
longside- = 8.66ft
c = ------------------------------------ = 2.89
shortside
3.0ft
The perimeter of the critical section b o = 10.87ft 2 + 5.21ft 2 = 32.2ft

V n = V c = 0.063 + 0.126
------------- 4 ( 32.2 2.21 ) 144 = 2184.7k
2.89
k
V u = V n = 0.9 2184.7 = 1966.2 > V u OK

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Flexure transverse axis (long bars)
Pressure
P M uT c T
k
1858 2775 ( 8 )
k
q u ( trans ) = -----u ---------------- = ------------ -------------------- = 14.5 8.13 max = 22.6 -----2- min = 6.4 -----2128
2731
I
A
T
ft
ft
Load
Calculate the resultant forces
k
k
k
1
k
R1 = 18.9 -----2- 3.67ft = 69.3 ---R2 = --- ( 22.6 18.9 ) -----2- 3.67ft = 6.78 ---ft
2
ft
ft
ft
Calculate the moment
k----------- ft-
k
k
ft
M u = 69.3 ---- 1.84ft + 6.78 ---- 2.45ft = 144.1
ft
ft
Resistance
2
As fy
in
1.58 60 - = 2.32in
M n = A s f y d --a- a = ------------------ Try #8 @ 6 = 1.58 ------- a = --------------------------ft
2
0.85 12 4
0.85bf' c
1
2.32
M n = ------ 1.58 60 ( 2.21 12 ) ---------- = 200.3
12
2
k----------- ftft
M r = M n = 0.9 200.3 = 180.3
k
ft-----------ft
Check Minimum Reinforcement ==> use lesser of 1.2Mcr or 1.33 Mu

1.33M u = 1.33 144.1
k----------- ftft
= 186.2
k
ft-----------ft
1
2
1.2M cr = 1.2S c f r = 1.2 --- bh 0.37 f' c
6
1.2M cr
1
1
2
= ------ ( 1.2 ) --- 12 ( 2.5 12 ) 0.37 4 = 133
12
6
M r > 1.33 M u
k----------- ftft
OK Use #8 @ 6 spacing

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Flexure longitudinal axis (short bars)
Pressure
P M uL c L
1858 551 ( 4 )
k
k
q u ( long ) = -----u ---------------- = ------------ ----------------- = 14.5 3.23 max = 17.7 -----2- min = 11.3 -----2128
683
IL
A
ft
ft
Load
k
1
k
k
k
R1 = 15.7 -----2- 2.5ft = 39.2 ---R2 = --- 2.0 -----2- 2.5ft = 2.5 ---2
ft
ft
ft
ft
k
k
M u = 39.2 ---- 1.25ft + 2.5 ---- 1.67ft = 53.2
ft
ft
Resistance
k----------- ftft
in
Try #8 @ 6 = 0.88 ------- d v = 30 3 1 0.44
---------- = 25.78 = 2.15
ft
2
As fy
a
0.88 60
M n = A s f y d --- a = ------------------ a = ---------------------------- = 1.29in
2
0.85bf' c
0.85 12 4
1
M n = ------ 0.88 60 ( 2.15 12 ) 1.29
---------- = 110.6
12
2
k----------- ftft
M r = M n = 0.9 110.6 = 99.5
k
ft-----------ft
Check Minimum Reinforcement ==> use lesser of 1.2Mcr or 1.33 Mu

1.33M u = 1.33 53.2
k----------- ftft
= 70.8
k----------- ftft
1
2
1.2M cr = 1.2S c f r = 1.2 --- bh 0.37 f' c
6
1.2M cr
1
1
2
= ------ ( 1.2 ) --- 12 ( 2.5 12 ) 0.37 4 = 133
12
6
M r > 1.33 M u
k----------- ftft
OK Use #6 @ 6 spacing spacing

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Distribution of Moment Reinforcement Article 5.13.3.5

2
in
The area of steel in the short direction A st = 0.88 ------ft
Calculate the required steel within the column band width

2
A s BW
in -
2 0.88 -----2
2A
ft
in
st
= ------------ = --------------------------- = 1.17 ------ + 1
ft
2+1
longside- = 16
= ---------------------------- = 2
shortside
8
in
Use #7 bars at 6 spacing A s = 1.20 ------- for the short bars in the longitudinal direction
ft
Use the required bandwidth steel for the entire length of the footing.
Crack Control
Service I Combination
Pu = 1.0(1150) + 1.3(240) = 1462 k
MuT = 1.3(1500) + 1.0(150) = 2100 k-ft
MuL = 1.3(250) + 1.0(65) = 390 k-ft
Service I Footing Pressure Loads
M uT c T
P
k
k
1462 2100 ( 8 )
q u ( trans ) = -----u ---------------- = ------------ -------------------- = 11.4 6.15 max = 17.6 -----2- min = 5.27 -----2I
128
2731
A
T
ft
ft
P M uL c L
1462 390 ( 4 )
k
k
q u ( long ) = -----u ---------------- = ------------ ----------------- = 11.4 2.28 max = 13.7 -----2- min = 9.13 -----2IL
128
683
A
ft
ft

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Flexure transverse axis (long bars)
Load
k
k
R1 = 14.8 -----2- 3.67ft = 54.2 ---ft
ft
k
1
k
R2 = --- 2.8 -----2- 3.67ft = 5.14 ---2
ft
ft
k
k
M uT = 54.2 ---- 1.84ft + 5.14 ---- 2.45ft = 112.3
ft
ft
Flexure longitudinal axis (short bars)
Load
k
k
R1 = 12.3 -----2- 2.5ft = 30.7 ---ft
ft
M uT
1
k
k
R2 = --- 1.4 -----2- 2.5ft = 1.75 ---ft
2
ft
k
k
= 30.7 ---- 1.25ft + 1.75 ---- 1.67ft = 41.3
ft
ft

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k----------- ftft
k----------- ftft
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Design Manual
Section Modulus
1
1
2
2
3
S c = --- bh = --- 12in 30in = 1800in
6
6
Depth of cover from tension face to reinforcing center
7
--8
d cL = 3 + 1 + --- = 4.44 for second layer #7 bars
2
8--d cT = 3 + --8- = 3.50 for first layer #8 bars
2
Reinforcing Stress
A
1.20 - = 0.0033
= ------s L = ---------------bd
12 ( 30 )
1.58 - = 0.0044
T = ---------------12 ( 30 )
E
n = -----s = 8
Ec
0.0033 ( 8 ) + 2 ( 0.0033 ) ( 8 ) 0.0033 ( 8 ) = 0.4874
0.0044 ( 8 ) + 2 ( 0.0044 ) ( 8 ) 0.0044 ( 8 ) = 0.5581
kL =
n + 2n n =
kT =
n + 2n n =
2
2
k
k
j L = 1 -----L = 1 0.4874
---------------- = 0.8375
j T = 1 -----T = 1 0.5581
---------------- = 0.8140
3
3
3
3
M uL
ksi
41.3 k ft ( 12 )
f ssL = ------------------- = -------------------------------------------------------- = 19.1
A sL j L d L
1.2 ( 0.8375 ) ( 2.15 12 )
M uT
ksi
112.3 k ft ( 12 )
f ssT = ------------------- = ----------------------------------------------------------- = 39.5
A sT j T d T
1.58 ( 0.8140 ) ( 2.21 12 )
Spacing
700
S --------------e- 2d c
s f ss
dc
s = 1 + -------------------------0.7 ( h dc )
4.44
sL = 1 + ---------------------------------- = 1.25
0.7 ( 30 4.44 )
3.50
sT = 1 + ---------------------------------- = 1.13
0.7 ( 30 3.50 )
700 ( 1.0 ) - 2 ( 4.4 ) = 20.4 > 6 OK

S L ------------------------1.25 ( 19.1 )
700 ( 1.0 ) - 2 ( 3.5 ) = 8.7 > 6 OK
S T ------------------------1.13 ( 39.5 )

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Appendix B EXAMPLE: Pile Cap Footing Design

Design pile footing for Strength I:
Loads
1.25
1.75
1.75
1.00
0.33*
DC/EV
LL
BR
WA
TU
P
700/50
250
0
20
0
MT
0
55
0
75
0
ML
30
0
45
0
450
* KDOT factor for Temperature
Strength I Combination
Pu = 1.25(750) + 1.75(250) + 1.00(20) = 1395 k
MuT = 1.75(55) + 1.00(75) = 171 k-ft
MuL = 1.25(30) + 1.75(45) + 0.33(450) = 264 k-ft
Pile Cap Inertia
2
IL = IT = d =3(2.5)2(2) = 37.5 pile-ft.2
Factored Pile Resistances from Geology Report

Rn
Rr
10x42
265k
0.65
172k

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12x53
375k
0.65
243k
Bridge Section
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Design Manual
Pile Loads
Max./Min. Pile Load: P/A + MC/I
k
1395 - --------------------------171 ( 2.5ft -) 264

( 2.5ft )
-------------
---------------------------8 pile
37.5
37.5
= 174.4 k/pile 11.4 k/pile 17.6 k/pile = 203.4 k/pile (Max.) 145.4 k/pile (Min.)
Use HP 12x53 Piling with an embedment of 12
Equivilant Column
2.5 2
A round = ------- = 4.91ft
2
square =
4.91ft = 2.22ft
Design Footing Depth without shear steel

Try a 3-6 footing thickness
Embed the piles 12 and place the reinforcement 3 above pile

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1
Effective Shear Depth = d v = 42 12 3 --- = 22.5 assume a #9 bar will be used
2
One-Way Shear (Beam Shear)
2.22
Critical section at dv away from center of the equivalent column= ------------ 12 + 22.5 = 35.82
2
The piles are slightly outside the critical section, piles inside the critical section do not contribute
Calculate the contributing portion
35.82- = 1.5 %
% of pile outside = 36
-----------------------------12pile
Pile Loads
k
k
k
1395
k
k
( 2.5ft )
192
--------------- + 264
---------------------------- = ----------- V u = 192 3pile 0.015 = 8.6
8 pile
37.5
pile
Resistance
V n = 0.0316 f' c b v d v = 0.0316 2 4 ( 7.5 12 ) 22.5 = 256

k
V u = V n = 0.9 256 = 230 > V u OK

Two-Way Shear (Punching Shear)

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d
Distance to Critical Section ----v- = 11.25
2
2.22
Distance from column centerline ------------ 12 + 11.25 = 35.82
2
Perimeter of critical section b o = 24.6 8 = 197
The piles are slightly inside the critical section, piles outside the critical section do not contribute
24 - = 97 %
Calculate the contributing portion -----------24.6
Load
k
V u = P u = 1395 0.97 = 1353
Resistance
V n = V c = 0.063 + 0.126
------------- f' c b o d v 0.126 f' c b o d v

longside- = 1.0
= ----------------------shortside
k
0.126 f'c b o d v = 0.126 4 197 22.5 = 1122 Vn<Vu NG Try 4-0 footing thickness

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1
New Effective Shear Depth = d v = 48 12 3 --- = 32.5
2
d
2
2.22
Distance from column centerline ------------ 12 + 16.25 = 29.57
2
Perimeter of critical section b o = 29.6 8 = 237
Piles outside the critical section do not contribute
24 - = 81 %
Calculate the contributing portion -----------29.6
Load
k
V u = P u = 1395 0.81 = 1132
Resistance
V n = V c = 0.063 + 0.126
------------- f' c b o d v 0.126 f' c b o d v

longside- = 1.0
= ----------------------shortside
0.126 f'c b o d v = 0.126 4 237 29.6 = 1763
k
V r = V n = 0.9 1763 = 1587 > V u OK

Peripheral Shear

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1
Effective Shear Depth = d v = 48 12 3 --- = 32.5
2
d
2
Perimeter of critical section length = ( 1.25 + 2.5 )12 + 12
-------- + 16.25 = 67.25
2
width = ( 1.25 )12 + 12
-------- + 16.25 = 37.25
2
b o = 67.25 + 37.25 = 104.5
Loads
Vu = 2 piles @ 203.4k= 406.8k
Resistance
0.126
V n = V c = 0.063 + ------------- f' c b o d v 0.126 f' c b o d v
= 67.25
---------------- = 1.81
37.25
k
V n = V c = 0.063 + 0.126
------------- 4 104.5 32.5 = 900.8
1.81
k
V r = V n = 0.9 900.8 = 810.7 > V u OK

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Flexure Design
Pile Loads
k
k
1395 - 264 k ( 2.5ft )
-------------+ ---------------------------- = 192
----------8 pile
37.5
pile
k----------- ftft
k ft
-------------
ft
M u = 192 3piles 1.39 = 800.6
----------------------- = 106
7.5ft
2
As fy
in
1.20 60 - = 1.76
M n = A s f y d --a- a = ------------------ Try #7 @ 6 = 1.20 ------- a = --------------------------
ft
2
0.85bf' c
0.85 12 4
k
1
1.76
M n = ------ 1.20 60 32.5 ---------- = 189.7
12
2
k----------- ftft
M r = M n = 0.9 189.7 = 170.7
k----------- ftft
Check Minimum Reinforcement ==> use lesser of 1.2Mcror 1.33 Mu

1.33M u = 1.33 106
1.2M cr
k----------- ftft
= 140.9
k----------- ftft
1
1
2
2
= 1.2S c f r = 1.2 --- bh 0.37 f' c = 1.2 --- 12 ( 32.5 + 3 ) 0.37 4 = 186.5
6
6
M r > 1.33 M u
k----------- ftft
OK Use #7 @ 6 spa. ea. direction

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Crack Control
Service I Combination
Pu = 1.0(750) + 1.3(250) + 1.00(20) = 1095 k
MuT = 1.3(55) + 1.0(75) = 157.5 k-ft
MuL = 1.0(30) + 1.3(45) + 1.0(450) = 118.5 k-ft
Service I Pile Loads
k
1095 - (------------------------------------157.5 ) ( 2.5ft )

k
-------------
= 147.4 <== controls
8 pile
37.5
k ft
k
614 - = 81.9 k ft
M u = 147.4 3pile 1.39ft = -----------------7.5ft
Section Modulus
1
1
3
2
3
S = --- b h = --- ( 12in ) ( 32.5 + 3in ) = 2520in
6
6
7--d c = 3 + --8- = 3.4375
2
Stress
A
1.20 - = 0.0031 n= 8
= ------s = -------------------bd
12 ( 37.5 )
k =
n + 2n n =
0.0031 ( 8 ) + 2 ( 0.0031 ) ( 8 ) 0.0031 ( 8 ) = 0.4713
j = 1 k--- = 1 0.4713
---------------- = 0.8429
3
3
Mu
ksi
81.9 k ft ( 12 )
f ss = ---------= 29.9
- = -------------------------------------------1.2 ( 0.8429 ) ( 32.5 )
A s jd
Spacing
700
dc
3.4375
S --------------e- 2d c s = 1 + -------------------------= 1 + -------------------------------------------------------------- = 1.1325
s f ss
0.7 ( h dc )
0.7 ( 37.5 + 3clr 3.4375 )
700 ( 1.0 ) - 2 ( 3.4375 ) = 13.79 > 6 OK
S ------------------------------1.1325 ( 29.9 )

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Appendix C Footing Orientation

Monolithic Concrete Structures/ Prestessed Composite

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Monolithic/Free-Standing Pier, Skewed Structure

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Monolithic/Free Standing Single Column

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11 AUTMENTS, PIERS AND WALLS

Table of Contents
11.1 General ...................................................................................................................1
11.2 Abutments ...................................................................................................................1
11.3 Design ...................................................................................................................10
11.4 Details .......................................................................................................................11
11.5 Pier .......................................................................................................................21
11.5.1 General .....................................................................................................................21
11.5.2 Pile Bent Piers ..........................................................................................................21
11.5.3 Column Bent Piers ...................................................................................................23
11.5.4 Single Column/Cantilever Piers ...............................................................................23
11.5.5 Pier Construction/Formwork ....................................................................................23
11.5.6 Pier Beams ................................................................................................................23
11.5.7 Details .......................................................................................................................24
11.5.8 Columns ...................................................................................................................41
11.5.9 Loads on Piers ..........................................................................................................42
11.5.10 Application of Loads ..............................................................................................49
11.5.11 Pier Frame Analysis ...............................................................................................49
11.6 Walls .....................................................................................................................50

11.6.1 MSE Design Considerations ....................................................................................50
11.6.2 Earth Retaining Structures Review and Acceptance Procedures .............................54
11.6.3 Purpose .....................................................................................................................54
11.6.4 General .....................................................................................................................54
11.6.5 Initial System Approval ...........................................................................................54
11.6.6 Wall Selection Considerations .................................................................................55
11.6.7 Economic Considerations for Wall Selection ..........................................................55
11.6.8 Plan Preparation Requirements ................................................................................56
11.6.9 Requirements for Supplier Prepared Designs and Plans ..........................................58
11.6.10 Materials Approval .................................................................................................59
11.6.11 Consultants Responsibility .....................................................................................59
11.6.12 Department Responsibility .....................................................................................59
11.6.13 Sound/Noise Walls .................................................................................................61
11.7 Wall Policy ...........................................................................................................63
List of Figures
Figure 11.2-1 Typical Abutment Connection to the Approach Slab ..............................................5
Figure 11.2-2 Abutment Aggregate Drainage System ....................................................................6
Figure 11.2-3 Abutment Strip Drain ...............................................................................................7
Figure 11.2-4 Integral Stub Type Abutment (Seismic Pile Connection) ........................................8
Figure 11.2-5 Free Standing Abutment with Counterfort ...............................................................9

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Figure 11.4-1 Pintel Integral Abutment Beam Rest .....................................................................14

Figure 11.4-2 Stub Type Abutments ............................................................................................15
Figure 11.4-3 Comparison of Stub and U-Type Abutment ...................................................16
Figure 11.4-4 Preferred Wingwall Configuration .........................................................................17
Figure 11.4-5 Curtain Wall ...........................................................................................................18
Figure 11.4-6 Counterfort Abutment With Curtain Wall and Battered Piles ...............................19
Figure 11.4-7 Semi-Integral with Shear Key Guides ...................................................................20
Figure 11.5.7-1 Pile Bent Pier ......................................................................................................27
Figure 11.5.7-2 Pile Bent Pier Encased ........................................................................................28
Figure 11.5.7-3 Monolithic Column Bent with Web Wall ...........................................................29
Figure 11.5.7-4 Web Wall Information ........................................................................................30
Figure 11.5.7-5 Free Standing Column Bent ................................................................................31
Figure 11.5.7-6 Frame Bent ..........................................................................................................32
Figure 11.5.7-7 Rigid Frame Bent Grass Hopper .....................................................................33
Figure 11.5.7-8 Solid Pier ............................................................................................................34
Figure 11.5.7-9 Pile Bent with Web Wall Hinged ....................................................................35
Figure 11.5.7-10 Single Column Bent ........................................................................................36
Figure 11.5.7-11 Single Column Bent .........................................................................................37
Figure 11.5.7-12 Pile Bent with Web Wall .................................................................................38
Figure 11.5.7-13 Railroad Crash Wall (A) ...................................................................................39
Figure 11.5.7-14 Railroad Crash Wall (B) ...................................................................................40
Figure 11.5.9-1 ..............................................................................................................................45
Figure 11.6.1-1 MSE Retaining Walls (integral abutment < 2 of movement) ............................53
Appendix
Appendix A Structure Protection Guidelines .............................................................................106
Appendix B Example Calculations .............................................................................................117
Appendix C Sheet Pile Retaining Wall Example MathCadd .....................................................125
Appendix D Noise Abatement Policy .........................................................................................131
Appendix E Landscape Retaining Wall Policy Revision 1 ........................................................138

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11 ABUTMENTS, PIERS AND WALLS

11.1 General
This section contains guidance for the design and detailing of abutments, piers and retaining
walls. This section also contains information about sheet pile walls, structure protection and
noise walls in the appendix. Abutments and piers are used to support bridge superstructures,
whereas walls primarily function as earth retaining structures. In most cases abutments and piers,
are reinforced concrete elements. Walls can be constructed of various materials or combinations
of materials.
The preferred details for connecting the superstructure to the substructure are dependent on the
geometry and type of bridge. For example, flexible substructure units supported by a single line
of piles may be constructed integral with the superstructure. Conversely, short stiff substructure
units or long superstructures are detailed with expansion bearings between the superstructure and
substructure to reduce the design loads transmitted to the substructure units. For intermediate conditions where joint elimination is desired, a semi-integral abutment may be used. Expansion
joints are necessary and required on approach slab pavement just outside the limits of the bridge,
however jointless bridge deck construction, where feasible, is preferred by KDOT to eliminated
maintenance concerns.
11.2 Abutments
Types and Usage:
Abutments are used at the ends of bridges to retain the embankment and carry the vertical and
horizontal loads from the superstructure into the substructure.
Abutments fall into two general categories: the spill-through abutment and the retaining-wall
(vault) type abutment. A bridge with a spill-through abutment may require additional length to
cover the embankment slopes. However, spill-through abutments are considerably more economical, the comparative cost between a longer bridge with a spill-through abutment versus a shorter
bridge with a large wall-type abutment could be about the same. Spill-through type abutments
have proven to be relatively maintenance free elements and are preferred.
Abutments may be further categorized as either free-standing, with an expansion joint in the deck
slab, integral or semi-integral, with an expansion joint only in the approach slab. To eliminate
joints and reduce initial cost as well as ongoing maintenance costs, KDOT prefers abutments to
be integral or semi-integral with the superstructure wherever practical. In general, it is KDOT policy to use integral abutments on steel bridges up to 300 ft. in length and on prestressed bridges and
concrete haunched slabs up to 500 ft.. Semi-integral type abutments can be used up to the limits of
the expansion joints on the approach slabs.

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Within the categories mentioned above the type of abutment to use for a particular structure is
normally governed by economics. Other factors that may be involved in selecting an abutment
type are the required channel area and section, minimum horizontal clearances, environmental,
length of bridge, type of geology, safety and aesthetics.
The basic types of abutments are:
Stub Type Cap on piling, drilled shafts or keyed into rock
U Type on piles or drilled shafts
Column Bent with or without web wall utilizing a pile cap or drilled shafts
Pile Bent with a web wall
If the length, along the centerline of the abutment, is greater than 90 ft., a 1 in. expansion relief
joint should be located between bearings near mid-length. On stage constructed abutments, a total
length of 120 ft. or less may be permitted without requiring a 1 in. expansion joint. For abutments
located on superelevation or transition elevation, the base of an abutment shall be constructed
level using reinforced pedestal bearing seats, if the difference between the low and high elevation
of the bridge seat is 10 in. or less. For a difference in elevation less than 20 in., the base of the
abutment cap shall be stepped with the reinforcement continuous through the transitions. For differences greater than 20 in., the base should be sloped to match the roadway cross-slope.
Provide a separation/ isolation from the thermal movements of the abutment and any adjacent
wall elements. Flexible elements (MSE Walls) and inflexible elements (Bridge Abutments) must
be allowed to move independently- KDOT has experienced instances when this idea was not followed, the results are repairs and/or constant maintenance issues. See section 11.6.1 MSE Design
Considerations for guidance. The designer will consider both longitudinal and transverse movements of the abutment and wall system.
Abutments under expansion joints (free-standing) shall have a multiple layers of protection
against the potential for leaking expansion joints sometime in the future. Use epoxy coated reinforcement in the abutment backwall and abutment beam. Slope the beam seat to drain and use
bearing risers to keep debris and water from ponding. All exposed surfaces of backwalls, bridge
seats, and front faces of pile caps will be coated with Substructure Waterproofing Membrane. For
cases involving both existing and new concrete, such as structure widening, apply this protection
to both new and old concrete.
Pile Orientation:
For integral abutments maintain a weak axis pile orientation that is perpendicular to the centerline of the bridge for bridge skew angles of 30 degrees or less.

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For integral abutments with bridge skew angles greater than 30 degrees, maintain a weak axis
pile orientation that is parallel to the center line of the abutment.
For free-standing and semi-integral abutments, the strong axis of the pile will be placed parallel to the center line of the abutment.
Free-standing or semi-integral abutments can have up to half of the piles in any row battered and
oriented to resist horizontal earth pressures. Pile batter should be less than 3 to 12, horizontal to
vertical. The designer should check the placement of battered piles at the bottom of the abutment
beam so the edge clearance is not reduced below requirements.
Stub Type Cap abutments are the most commonly used type. They may be integral, semi-integral
or free-standing. Normally, only steel H-piles are allowed to be used in integral abutments
because of flexibility. Steel piles in integral abutments shall be placed with the weak axis
according to the pile orientation mentioned above.
U-Type abutments have wing walls which are parallel to the roadway, the wing walls should be
supported on piling or spread footings. This abutment type is used when grading around the
bridge is restricted and/or there are other geometric restrictions.
Column Bent abutments are used rarely and only where geology requires a spread footing or
when other special conditions exist.
Pile Bent abutments with a web wall are becoming more common on single span bridges. When
used with slab bridges that are designed and constructed to be integral, the moment resisting wall
can increase the efficiency of the structure.
Free-standing (expansion) abutments shall have a minimum backwall thickness of 1ft.. Freestanding abutments approximately 50 ft. and greater in length (measured along centerline
abutment) shall have a concrete lug or counterfort and pile at the mid-point of the abutment for
stability purposes. To resist lateral loads all free-standing abutments have some battered piles in
the row of piles closest to the bridge. Do not batter all the piles in a single row of piling, this can
cause significant bending stresses if the fill material settles.
Drainage:
Drainage often collects behind backwalls due to opening of the joint between the approach slab
and the slab rest or when the joint at the end of the approach slab leaks. Current practice is to
specify an abutment aggregate drainage system for structures with integral and semi-integral
abutments. The use of a traditional strip drain for Standard Haunched Slabs (RCSH) and other
abutment types is recommended.

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Approach Slab:
All structures will be designed with an approach slab rest parallel to the abutment backwall.
Detail the approach slab to be attached to the abutment with reinforcement of suitable capacity
and spacing. See Figure 11.2-1 Typical Abutment Connection to the Approach Slab for details.
Allow the approach slab to float between the wings for U-Type abutment without a slab rest or
attachment to the wings. Approach Slab details can be found through KDOT Authentication and
Resource Tracking (KART) found at http://kart.ksdot.org/ and are labeled RD711 to RD715. For
joint openings greater than 4 in. a special design will be required. See Section 14 for details.

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Figure 11.2-1 Typical Abutment Connection to the Approach Slab

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Figure 11.2-2 Abutment Aggregate Drainage System

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Figure 11.2-3 Abutment Strip Drain

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Figure 11.2-4 Integral Stub Type Abutment (Seismic Pile Connection)

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Figure 11.2-5 Free Standing Abutment with Counterfort

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11.3 Design
Normal wings used on a stub type abutment (wings 90 to centerline roadway or that follow the
skew) are required on all bridges with integral abutments. Both semi-integral and free standing
abutments may be used with u-type or stub abutments, with the later being preferred.
Earth Pressures:
Abutments are typically supported on piles, drilled shafts, or spread footings in rock. Abutments
designed with a strip drain drainage system cannot provide the movement required to achieve
active soil pressure conditions. Therefore, the design backfill pressure for abutments should be
based on at-rest conditions. Abutments designed using an abutment aggregate drainage system
with geofoam wil provide enough movement to achieve active soil pressure conditions. If
geofoam is provide abutment wing walls will behave similarly to abutment backwalls, the
designer can assume active conditions, if not use at-rest conditions.
Active conditions are not appropriate for backfills containing cohesive materials. The remolding
properties of cohesive soil specifically, a clay backfill will exert at-rest pressures, the structure
will yield resulting in the earth pressure exerted by the clay reducing to active conditions, the
reconsolidation process will occur and earth pressures will increase to the at-rest condition and
the process with start over. It should be noted the use of a sand backfill is not recommended in any
condition due to its proclivity to not be free-draining because it accumulates fines and its
tendency to only achieve a densely compacted state under repeated dynamic loading, i.e., in
service under traffic loading.
The design pressures should include residual stresses caused by compactive efforts or stresses
from swelling pressures or excess hydrostatic pressures. Hydrostatic pressures should be included
used when the backfill material is not free-draining.
Live Load Surcharge:
Live load surcharges are minimized for abutment backwalls because of the inclusion of the
approach slab rest for straight type abutments, but because the approach slab floats between the
wings it should be included in wing walls which are parallel to the roadway.
Thermal Pressures and Force Effects:
Due to the length limitation imposed on integral abutment type bridges, abutment pile stresses are
normally not considered. KDOT has not observed excessive distress in the piling. However some
distress in the concrete has been observed in the wings of straight type abutments outside the
influence of the girders thrust; include additional shear reinforcement in these regions or extend
the geofoam over the abutment wings to eliminate this force effect.
The abutment piles can assumed to be fixed at about 15 ft. below the bottom of the abutment
beam for piles driven into sand and 10 ft. for piles driven into clay. Use these values when
building the abutment substructure models to determine the force effects from temperature
changes. For abutments on drilled shafts the point of fixity can be determined from using the
program SHAFT 6.0.
Live Loads:

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Loads, including concentrated loads, which are transmitted to an integral or semi-integral

abutment from the superstructure, can be assumed to be a uniform load distributed over the entire
length of the abutment beam.
Design piling for axial loads only. Assume that one half of the approach slab load is carried by
the abutment. Distribute the factored live load over the entire length of abutment. Apply the
number of lanes that will fit on the superstructure adjusted by the multiple presence factor, do not
include impact.
Research indicates that the longitudinal moment at the abutment/slab connection is approximately
equal to 33% of the computed fixed-end moment. Design the longitudinal deck reinforcement at
the abutment for 50% of the fixed end moment due to live load only.
11.4 Details
It is KDOTs preference not to pass utilities through the abutment backwall, but where conduit
extends through an abutment, provide horizontal dimensions from a working point to the location
where the conduit penetrates the front face of the abutment or the outside face of the wingwall.
The elevation at mid-height of the conduit should also be provided. Contact KDOT Bridge Management whenever a utility is placed in a bridge substructure.
Use preformed anchor bolt holes for bearing devices to prevent drilling or cutting into the reinforcement.
For presentation clarity, detail abutments with complicated layouts on separate sheets. Identical
abutments (except for minor elevation differences) may be detailed on common sheets.
For semi-integral abutments provide shear keys to guide the bridge movement and to restrain the
bridge laterally. The keys will be shaped to prevent the bridge from binding. Do not rely on the
bridge wings wall as the sole means of lateral support. See Figure 11.4-7 Semi-Integral with Shear
Key Guides for an example.
All reinforcement, except those completely in the footing, shall be epoxy coated. The minimum
size of longitudinal reinforcement in abutment and wingwall footings is No. 6 bars.
Provide shrinkage and temperature reinforcement per Article 5.2.6. For sections over 48 in. thick
provide a minimum of No. 5 bars at 1 ft.. Temporary construction loads may require additional
reinforcement.
For bearing pedestals over 2 in. tall provide both directions under the bearings. For pedestals with
a height of 2 in., only the transverse reinforcement is required. Horizontal steel in pedestals
should have 2 in. of clear cover to bridge seat. Provide a minimum of 2 in. of clear distance
between anchor rods and reinforcing tie bars.
See Section 9.8 for negative moment reinforcing steel requirements when using integral
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abutments on deck-girder superstructures.

Use a minium thickness of 3 ft. for the abutment wall for steel bridges and 2-6 for prestressed
bridges.
Locate the bottom of the abutment beam as shown below.

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For all steel bridge integral abutments use the abutment beam rest shown in Figure 11.4-1 Pintel
Integral Abutment Beam Rest. If the structure is on a inclined grade greater than 2.0% then pintel
the beam rest and detail slotted holes in the bottom of the steel beams that capture the pintel bolt
and stabilize the beam from movements. This is described in Section 6.4.6 Integral Abutment
Beam Supports.
Limit the length of the wing wall cantilever to 8 ft.. Use piling to support longer the wings. For
detailing purposes provide a horizontal construction joint at the elevation of the concrete pile cap
because usually the upper portion of the wingwall is cast with the diaphragm and deck.
For free-standing abutments if the backwall is greater than 6 ft. tall or if the abutment is 40 foot or
greater in length then counterfort the backwall. Counterfort abutments will have at least one vertical pile or shaft for support.
For seismic requirements detail the connection between the piling and the abutment beam using
spiral reinforcement as shown in Figure 11.4-1 Pintel Integral Abutment Beam Rest. Tie the piles
to the abutment beam by detailing shear stud anchors or drilled holes with reinforcement to provide a positive connection.
For free standing abutments, include pedestals (bearing risers) under bearings and slope the
bridge seat between pedestals to provide drainage away from the parapet wall and bearings. A
standard seat slope provides one inch of fall from the back of the seat to the front of the seat. In
no case should the slope be less than 2 percent. Protect the bridge side of the back wall and the
bearing seat with a epoxy substructure waterproofing membrane.
Limit the maximum pedestal height to about 9 in.. The minimum pedestal height is 2 in. (at the
front of the pedestal). Set back pedestals a minimum of 1 in. from the front face of the abutment.
Curtain Walls:
Curtain walls extend perpendicular to the bridge side of the back wall to prevent soil from coming
in contact with the bearing devices on free standing abutments. If they are needed, curtain walls
should be considered as a viable means of protecting the bearings, bearing seats and shortening
the length of the wing walls. This is most appropriate for deeper girder bridges where the wings
can become excessively long or where the geometry would prevent proper grading of the berm
slopes. See Figure 11.4-5 Curtain Wall for details.

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Figure 11.4-1 Pintel Integral Abutment Beam Rest

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Figure 11.4-2 Stub Type Abutments

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Figure 11.4-3 Comparison of Stub and U-Type Abutment

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Figure 11.4-4 Preferred Wingwall Configuration

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Figure 11.4-5 Curtain Wall

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Figure 11.4-6 Counterfort Abutment With Curtain Wall and Battered Piles

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Figure 11.4-7 Semi-Integral with Shear Key Guides

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11.5 Pier
11.5.1 General
A wide variety of pier types are used in bridge construction. The simplest may be pile bent piers
where a reinforced concrete cap is placed on piling. A more typical pier type is a cap and column
pier with columns supported on individual footings supporting a common cap. It is typical for cap
and column type piers with standard roadway widths have from three to five columns. Do not use
two columns to support a pier beam. The spacing of columns depends on the superstructure type,
the superstructure beam spacing, and the size of the columns. At ti wall piers may be used to support superstructures. Where extremely tall piers are required, columns may have a strut connection and between the columns near the lower one third of the columns to create frame action and
bracing. It is preferred for stream crossings not to place a pier in the main part of the channel, but
rather to span the channel with piers on the lower over-bank adjacent to the main channel.
Piers under deck joints (at unit breaks) shall have a multiple layers of protection against the potential for leaking expansion joints sometime in the future. Use epoxy coated reinforcement in the
pier cap. Slope the top of the beam to drain and use bearing risers to keep debris and water from
ponding. All exposed surfaces of the top of the pier beam will be coated with Substructure
Waterproofing Membrane. Coat the sides of the pier beam for a distance of 12 in. from the top to
promote a vertical flow. For cases involving both existing and new concrete, such as structure
widening, apply to both new and old concrete.
Protect columns in areas near vehicular splash zones. Columns located near the traveled way or in
urban areas where tunnel like effects are created by wider multilane overpasses the constant
spray or mist contacting the column surfaces create the potential for corrosion. For columns in
splash or spray zones use a minimum of 3 in. of cover and epoxy coated reinforcement for the longitudinal and spiral reinforcement.
11.5.2 Pile Bent Piers

Pile bent piers consist of a row of piles soldier pile usually consisting of five or more driven to
bearing and encased by a concrete web wall. The piles should extend into the pier cap to provide
continuity. It is not recommended to stop the piles within the web wall and continuing on as a
structural reinforced wall. Embed the web wall a minimum of 2 ft. below the lowest point in the
stream bed for stream crossings bridges. If there is evidence of stream migrations or sandy conditions exist, embed the web wall 6 ft. below the stream bed. These requirements are not intended to
protect from scour, but rather to protect the piling from wet and dry cycles.
Pile bents are economical and may be used to support various types of superstructures. They are
normally used on low-level, short-span bridges. Pile bents are generally not used for overpasses
due to the severe damage they may receive from vehicle impact. Open pile bents are to be used
cautiously on stream crossings where debris might be a problem; they may be encased in a
concrete wall to reduce the possibility of debris snagging on the substructure. A concrete wall
also produces smoother flow and thus reduces streambed erosion.

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Pile bents may be constructed of prestressed concrete pile or steel H-piles. Piles for pile bents
shall penetrate not less than 1/3 the unsupported length of the pile (unless refusal is encountered)
nor less than 10-0 into hard cohesive or dense granular material. For pile bent piers the
unsupported length shall be defined as the portion of the pile from ground line ( or scour line) to
the bottom of the pier cap or wall.
Piling exposed to a corrosive environment should be protected .
In the structural analysis of pile bents, a determination needs to be made as to the depth below the
ground surface at which the piles may be considered fixed. Refer to Vol. I, Chapter 10 of the USS
Highway Structures Design Handbook for a method to estimate the depth of fixity. See Vol. II,
Chapter 11 in the above reference for a design example. Another method to estimate the depth of
pile fixity was presented in the December 1976 issue of the ASCE Civil Engineering Magazine
The Equivalent Length of a Pile or Cassion in Soil by Peter Kocsis.
The reinforced concrete caps for pile bents shall have a minimum width of 2-6. For the design
of pile bent piers which are based on the assumption of a rigid connection (100% fixity) between
the piling and pier beam, a minimum pile embedment of 1 D is recommended (D = nominal
diameter). Punching shear in the pier beam shall be checked at the pile location.
The pile embedment of 1 D is the result of research done by the U.S. Army Corps of
Engineers**. Note, the referenced report was conducted using computer modeling and not
physical testing. The report assumed a side cover of 1D and analyzed pile spacings up to 5D. The
report noted a 1ft. embedment produced a fixity ranging from 61 to 83%. The conclusion of the
report indicated an embedment of 2D would provide full fixity. A minimum of 1 D is
recommended at this time. Provide a side cover minimum of 6 in. to approximate the behavior of
the test model.
**
Fixity
of Members Embedded in Concrete, Technical Report M-339,

Feb. 1984, U.S. Army Corps of Engineers Research Laboratory.
A pile encasement wall shall provide a concrete cover of at least 6 in. to the pile with an overall
minimum thickness of 2 ft.. KDOT specifications allow a variation of 2 in. in the head of the pile
after driving. This should be considered in setting wall width. The encasement wall is not
considered structural, however, a nominal amount of reinforcing steel should be provided so the
wall stays in place. The recommended minimum reinforcement is #4 bars horizontal and vertical
at 1-6 centers with #3 cross ties at 4-6 center to center both vertical and horizontal. The cross
ties should have a 180 hook on one end and a 90 hook on the other end. See Figure 11.5.7-12
Pile Bent with Web Wall

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11.5.3 Column Bent Piers

Column bents are most commonly used for overpass structures and where wide piers are required
due to large skews or wide roadways. Column bents are generally used in lieu of pile bents when
spread and pile footings or drilled shafts are recommended for the foundation.
Column bent piers supporting bridges over railroads and located within 25 ft. of the centerline of
the railroad track requires a crash wall. See Figure 2.2.3-3 Crash Wall Details for crash wall
criteria.
Column bent piers located in streams subject to ice, fast currents or debris accumulation should be
constructed with a web wall between columns. On slab bridges, the top of web wall shall stop
approximately 1ft. below the bottom of the pier beam. The minimum thickness on a web wall
should be 1ft.. Web walls can be structural or non-structural. Structural walls are generally found
on girder bridges where beam reactions are transmitted to the pier beam between columns. Joints
between the face of the column and the web wall are not allowed on structural web walls.
Reinforcing steel in the bottom of structural web walls is usually sized for the simple beam
moment. Walls are usually deep enough so a nominal amount (temperature and shrinkage) of
reinforcing is sufficient. A minimum of 2-#6 bars should be placed at the bottom of all walls to
prevent cracking.
11.5.4 Single Column/Cantilever Piers

Single column piers are used for all types of crossings. They are generally more economical when
used in high level bridges or in large river crossings. On skewed crossings, the single column pier
allows the bridge to be constructed square. This provides for easier construction and thus a more
economical bridge.
To accommodate wider roadways with a single column, the hammer head pier can be used to
advantage. If a stream or reservoir location is subject to ice loads, the mass of a single column pier
and footing aids in resisting the lateral loads.
For piers with large cantilevers, consideration should be given to concrete creep cracking over the
long term.
11.5.5 Pier Construction/Formwork

(See KDOT Specification, Section 701, Concrete Structure Construction for curing times
required for footings, columns and pier beams.)
11.5.6 Pier Beams

Analyze the pier beam on multiple column bents as a continuous beam. The column spacing
should be adjusted to balance the exterior overhang moment with the other moments in the beam.
Ignore the effect of debris web walls in contact with the bottom of the beam when designing the
pier beam.
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Pier beams should normally be 6 in. wider than the column (3 in. overhang on each side of the
column).
For bridges where the skew angle does not exceed one degree, the designer should consider a
right angle bridge with skewed columns. To keep equal span lengths, the pier cap is constructed
square and widened to accommodate the skewed columns. Where bearing pads or plates are used,
the beam edge clearance should not be less than 6 in.. For skews greater than one degree but less
then five degrees, with approval, this type of layout may be considered but the pier cap should not
exceed the column dimension by more than 18 in.. The eccentricity of the column load must be
considered as well as the economy of the extra material used. Where horizontal clearance is a
factor, the designer must also check the clearance to the pier cap to see if it falls below the
required vertical clearance.
Pier beams on free standing piers with bridge seats exposed to deck or joint drainage should have
epoxy coated steel. The top surface should be coated with a waterproofing material such as
Substructure Waterproofing Membrane.
Preferably, elastomeric pads should be placed on a raised concrete step. The reinforced step shall
be a minimum of 3ft. and a maximum of 8 ft. high.
11.5.7 Details
To facilitate the use of standard forms, detail round and rectangular pier columns and pier caps
with outside dimensions that are multiples of 2 in..
In general, the column should be reinforced to between 1% and 2% reinforcing steel. Size the
column to accommodate these percentages.
When laying out piers, consider the economy to be gained from reusing forms (both standard and
non-standard) on different piers constructed as part of a single contract.
Dimension piles, footing dimensions, and center of columns to working points.
For pier caps (with cantilevers) supported on multiple columns, space the columns to balance the
dead load moments in the cap.
Label the ends of piers (South end, North end, etc.). Add a separate sheet with only substructure
layout information for bridges with complex geometrics.
The minimum column diameter or side of rectangular column is 2'-6"
Slope pier caps in a straight line and utilize concrete pedestal beam seats when possible. Pedestals shall be set back at least 1 in. from the edge of cap and be no taller than 9 in.. Consider
omitting pedestals if their height is less than 1 in..

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Choose a pier cap width and length that is sufficient to support bearings and provide adequate
edge distances. As a guide, choose a pier cap depth equal to 1.4 to 1.5 times the width.
The bottom of the pier cap should be approximately parallel to the top. Taper cantilever ends
about 1/3 of the depth of the cap. When round pier columns are required, use rounded pier cap
ends as well. The ends of pier caps for other types of pier columns should be flat. Detail solid
shaft (wall) piers with rounded ends for both the cap and shaft.
Integral Steel Box Beam Pier Caps:
Avoid the use of steel box beam pier caps whenever possible. Conventional concrete pier caps or
prestressed / post-tensioned caps are preferred.
To ensure that components are constructible, review the design details of box beam pier caps with
the fabrication inspector early in the plan development process. Plan to create a Project Special
Provision that requires full shop assembly and a procedure created from the full assembly. As a
minimum require 25% pinned and 50% fully tightened bolts for the assembly.
The minimum dimensions of a box pier cap are 3ft. wide by 4'-6" high. Make access openings
within the box as large as possible and located to facilitate use by inspection personnel. The minimum size of access openings in a box pier cap is 18" x 30" (with radius corners.).
Provide access doors near each end. If possible, locate the door for ladder access off of the roadway. Orient the hinge for the access doors such that doors swing away from traffic. Access doors
can be placed on the side of box pier caps if they are protected from superstructure runoff. If not,
locate in the bottom of the cap.
Bolted internal connections are preferred to welded connections. Fillet welds are preferred to full
penetration welds.
Avoid details that may be difficult to fabricate due to clearance problems. Assume that welders
need an access angle of at least 45 degrees and require 18 in. of clear working distance to weld a
joint. The AISC Manual of Steel Construction contains tables with entering and tightening clearance dimensions for bolted connections.
Paint the interior of boxes white for inspection visibility and for corrosion protection. Provide
drainage holes with rodent screens at the low points of the box.
Piers Adjacent to Railways:
Piers located within 50 ft. of the centerline of railroad tracks are not required to have crash walls
incorporated into their design. Article 3.6.5.1 eliminated that requirement.
Piers located within 25 ft. of the centerline of railroad tracks must have crash walls.
Crash walls must meet the following geometric requirements: (AREMA 2.1.5.1 and C-2.1.5.1)

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Top of crash wall shall extend a minimum of 6 ft. above top of railroad track when pier is
between 12 ft. and 25 ft. from centerline of tracks and 12 ft. above top of railroad track when
pier is 12 ft. or less from centerline of tracks.
Bottom of crash wall shall extend a minimum of 4 ft. below ground line and 6 ft. below
the base of the rail.
Crash wall shall extend one foot beyond outermost columns and be supported on footing.
Face of crash wall shall be located a minimum of 6 in. outside the face of pier column or
wall on railroad side of pier.
Minimum width of crash wall is 2.5 ft..
Minimum length of crash wall is 12 ft..
See Figure 2.2.3-3 Crash Wall Details for a graphic of the above criteria.

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Figure 11.5.7-1 Pile Bent Pier

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Figure 11.5.7-2 Pile Bent Pier Encased

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Figure 11.5.7-3 Monolithic Column Bent with Web Wall

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Figure 11.5.7-4 Web Wall Information

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Figure 11.5.7-5 Free Standing Column Bent

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Figure 11.5.7-6 Frame Bent

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Figure 11.5.7-7 Rigid Frame Bent Grass Hopper

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Figure 11.5.7-8 Solid Pier

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Figure 11.5.7-9 Pile Bent with Web Wall Hinged

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Figure 11.5.7-10 Single Column Bent

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Figure 11.5.7-11 Single Column Bent

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Figure 11.5.7-12 Pile Bent with Web Wall

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Figure 11.5.7-13 Railroad Crash Wall (A)

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Figure 11.5.7-14 Railroad Crash Wall (B)

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11.5.8 Columns
Columns may be circular (preferred), rectangular, or variable in section. The minimum
recommended diameter for a round column is 2-6. Larger diameters should be in 6 in.
increments. The recommended minimum size of a square column is 2 ft.. Size the columns to be 6
in. smaller than the outside shaft for the construction purposes.
Columns shall be designed as tied columns. For compression controlled = 0.80 allowing for a
variation from the column value to the flexural value of = 0.90 for tension controlled, pure
bending as the axial load strength decreases from 0.8[0.85 fc (Ag-Ast+fy*Ast)] or Po, whichever
is smaller, to pure bending with no axial load.
KDOT, in partnership with KSUs Civil Engineering Department, has produced useful software
for the design and analysis of reinforced concrete columns for bridge structures. This software is
available for download and use through KDOT Authentication and Resource Tracking (KART)
found at http://kart.ksdot.org/. The software has the ability to analyze the design, unconfined and
fully confined sections of a column. For new construction the designer should limit the load
points (moment and axial) to fall within the design interaction curve.
See Article 5.7.4.2 for reinforcement requirements of compression members. The minimum
reinforcement shall be 1% of the gross area of the column or per Equation 5.7.4.2-3 which ever is
larger. The KDOT preferred lateral reinforcement in round columns is the spiral tie with a 6"
pitch. Currently, the maximum diameter of spiral reinforcing is 72 in.. For square, rectangular or
large diameter columns (> 6 ft.) use individual lateral ties with a maximum spacing of 1 ft.. A
closer spacing should be used near the junction of the column with the beam or footing.
Reinforcing dowels projecting from a spread footing are normally provided extra long. This is to
provide adequate splice length in the event the footing has to be lowered slightly in the field due
to adverse foundation conditions.
Columns on bridges which come in contact with salt water drainage or spray are required to have
some form of protection. Protection may be in the form of extra concrete cover over the
reinforcing steel, use of a concrete sealer or, in some cases, epoxy coated bars may be used.
See 3.4.4 Thermal Force Considerations for a brief explanations of modulus of elasticity to be
used in the computation of thermal stresses in the columns, a value of one-third of that used in
dynamic loads can be used.
Columns for structures located in KDOT Seismic Zone IB or IC will have additional
reinforcement located at the top and bottom of the column extending into the pier beam or footing
to form plastic hinge zones per Figure 3.4.8-1 FLOW CHART FOR SEISMIC LOADS
See Appendix B Example Calculations: for a method to compute stresses in columns due to
change in deck length and the distribution of forces to each pier.

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11.5.9 Loads on Piers

The following loads shall be considered in the design of bridge piers. Reference is made to 3.1
Application of Loads, Application of Loads in the LRFD Bridge Design Manual.
(a)
Live Load
The live load is the HL-93 truck or tandem loading which must be checked for the
H.E.T. load rating and may control. The lane loadings are assumed to occupy a
width of 10 ft. and are placed anywhere within the 12 ft. design traffic lane as to
produce the maximum stresses in the pier. When a pier is loaded with three or
more design traffic lanes the live load is reduced by a multiple presence factor.
When there is only one design traffic lane the factor is 1.20. See Table 3.6.1.1.2-1
for the multiple presence factors.
Impact is included in the design of the pier beam and the columns, but not in the
design of the foundation if the entire element is below ground.
For girder type superstructures, live loads are transmitted to the pier through the
girders. Live loads are transmitted to the girders from the slab using simple beam
distribution. Care should be taken not to use the maximum girder reaction
(computed when designing the girders) at all girder locations on the pier beam, as
this will result in unrealistically high live load reactions.
For slab type superstructures, the truck and lane live load is applied to the pier
without transverse distribution. The truck load is applied as a concentrated load
and the lane load is applied as a uniform load. The reaction at the pier computed
using the live load distribution factor (E) needs to be factored back into a single
wheel line reaction.
Piers adjacent to railroad tracks may require a crash wall. See Figure 2.2.3-3 Crash
Wall Details for a graphic describing the conditions and criteria for use.
(b)
Dead Load
Dead loads include the estimated weight of the superstructure (including estimated
future wearing surface), the dead weight of utilities and the weight of the
substructure.
(c)
Breaking Force: Article 3.6.4

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Breaking Force (BF) = The greater of: N [640 x BL) + DT] (0.05) (m) or
N (DT) (0.25)(m) (BF in lbs.)
N = number of lanes likely to become one directional in future.
BL = over-all bridge length (ft.)
m = multiple presence factor (Article 3.6.1.1.2)
DT = design Truck or Tandem
This force is meant to simulate the forces caused by vehicles braking or
accelerating. It is to be applied 6 ft. above the floor. When this force is applied to
free-standing skewed piers, the transverse component (to centerline of pier) is
applied 6 ft. above the roadway and the longitudinal component (to centerline of
pier) is applied at the bearings.
BF to each pier =
BF
x Average Span Length
Bridge Length
Average Span Length =
(d)
average length of two spans adjacent to the pier

under consideration.
Wind Loads:
Wind loads are divided into three types; (1) wind on live load, (2) wind on
superstructure, and (3) wind on substructure.
Wind loads include transverse and longitudinal loads which may act on both the
piers and the superstructure including wind load on bridge mounted signs and on
live loads.
For most usual girder and slab bridges use the wind loading as specified in Article
3.8.1.2.
(e)
Temperature
Use method A for calculating Temperature Ranges. See LRFD Section 3.4.4 for
usage and considerations of thermal force effects. The change in length of the
superstructure and pier cap due to temperature changes causes deflections in the
columns. These deflections result in moments in the columns. The magnitude of
the design moment will depend on the amount of deflection, length and size of
column and the fixity assumed at the column ends. See Appendix B Example
Calculations: for stresses in monolithic piers due to thermal forces.
For continuous structures with the pier columns monolithic with the

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superstructure, there is a neutral point on the bridge which does not move when the
temperature changes. This point needs to be determined either by examination or
by trial and error taking into account column stiffness.
For a continuous structure resting on bearing devices, the maximum longitudinal
load an expansion bearing device can transmit to the pier is the friction force. If the
longitudinal force exceeds the friction force, the excess is transferred along the
bridge to a fixed support.
The friction force acts parallel to the direction of movement and is assumed to act
at the bearing elevation at each expansion bearing.
For friction-type bearings, the longitudinal force is given by:
ks x DL
where: ks = Coefficient of friction

DL = Deadload reaction on the bearing
The following values for ks shall be used:

Metal-on-metal sliding bearings
Bronze sliding bearings
Teflon-Stainless Steel
0.20
0.10
Table 14.7.2.5-1
For rocker bearings, the longitudinal rolling and sliding resistance is given by:
See Figure 11.5.9-1 below for further information
( 20r + 2 )
DL ---------------------100R
where: DL
r
R
= Dead load reaction on the rocker

= radius of sole plate pin (in.)
= Radius of the rocker (in.)
The above formula assumes a sliding friction coefficient of 0.20. Use this value
when determining the force transferred to the bolster (fixed) pier. This low friction
value (0.2) assumes the rockers are new and will transfer the maximum force to the
bolster pier. For computing the friction force transferred to expansion piers, a
sliding friction coefficient of 0.5 to 0.8 may be assumed to simulate rockers which
have, over time, become rusty and partially frozen. Again, this will give the
maximum force which can be expected in the expansion piers.

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Figure 11.5.9-1

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When elastomeric bearings are used, the longitudinal force is given by:
G x A x Delta/T
where
G
A
Delta
T
=
=
=
=
Shear modulus (psi)

Plan area of the bearing (in.2)
Longitudinal shear deflection in the bearing (in.)
Total elastomer thickness of the bearing (in.)
The shear modulus G, varies with durometer, temperature and time. Use the
maximum value permitted based on a durometer of 60. See Table 14.7.6.2-1 for
shear modulus values.
The thermal force on a fixed pier is the resultant of the unbalanced forces acting on
all the substructure units. For cases where the unbalanced frictional force is equal
to zero, the fixed pier shall be designed for at least the total longitudinal force
applied to an expansion pier.
In some cases, it may be cost effective to use isolation bearings to control the
transfer of forces to the substructure. Isolation bearings are similar to an
elastomeric bearing with the addition of a lead core. By varying the size of the lead
core and the overall rubber height, the designer can manipulate the distribution of
horizontal forces to the substructure thus achieving reduced column and
foundation design forces. See AASHTO Guide Specifications for Seismic
Isolation Design, June 1991.
(f)
Seismic
See LRFD Section 3.4.8 and Section 5.1.6.3 for seismic detailing and
loading
All of Kansas is located in the Seismic Zone 1 which means no detailed seismic
analysis is required for bridges in Kansas. However, connection to the
superstructure from the substructure must be designed for specified forces and
must also meet minimum bearing support length requirements. The force effects
from accelerations must be transmitted from the superstructure to the foundation
through the anchorages. The connections between the footing and the column and
the column and the pier beam must be detailed accordingly. See Article 3.10.9.2
for information on Zone 1 force effects.

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Design Manual
Ice Pressure
In the absence of more precise data, the following shall be used as minimum
design criteria:
1)
Ice pressure is 150 psi.
2)
Ice thickness is 1ft..
3)
Location of force on pier shall be midway between the ordinary

high water elevation and the elevation at Q100.
Ice loads would normally not be considered except on larger rivers such as the
Kansas or Missouri Rivers. The need to include ice pressure in the design of a
structure should be made at the field check.
(h)
Drift
Piers located in streams which are susceptible to transporting large amounts of
drift and debris shall be designed to withstand the corresponding increase in
stream pressure due to drift accumulation on the pier. The amount of drift build-up
is a matter of judgment, but as a guide, the size of the drift may be approximated as
follows:
(1)
The drift width may be assumed as 10% of each span length

contributory to the pier, but no less than 10 ft. nor greater than 45 ft.
(2)
The vertical depth could extend from the flow line to the computed
high water elevation.
An estimate of the amount of drift to be expected should be discussed at Field

Check.
The stream flow pressure can be calculated by P = CDV2 /1000 (Article 3.7.3) with
CD = 1.4 for drift lodged against a pier.
Blockage of the flow area by drift build-up can increase the stream velocity and
thus increase the scour depths through the bridge opening.

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Design Manual
Scour
Scour is not a load per se, however by changing the conditions of the channel its
effects need to be considered in the design of the substructure per Article 2.6.4.4.2.
The bridge should be fully functional while in a scoured condition for all Load
Combinations when subjected to a 100 year flood or less. Check the 100-year
flood, the overtopping flood (if less than the 100-year flood) and other events if
there is evidence such events would create deeper scour than the 100-year or
overtopping floods. Use strength and service combinations for the Design Flood
per Article 3.7.5
When checking the effects of a 500 year flood, the bridge should survive the
effects of stream flow, dead load, live load and wind load while in a scoured
condition. Consider the Extreme Event for the Check Flood without the ice load
when investigating this situation.
Stream forces shall be applied to a depth based on the scour evaluation. When
checking the lateral resistance of the piling or drilled shafts, no lateral support
from the soil above the estimated scour line shall be assumed.
See Section 2.3.9.3 Scour Analysis for further discussion on scour.
(j)
Vehicular Collision Force (CT)

Vehicular impact will be considered for all structures within the clear zone and not
as stated in Article 3.6.5 which refers to... 30.0 ft from the edge of the roadway...
See Appendix A Structure Protection Guidelines for KDOT policy on (CT) force
effects. Exemption(s) for CT Vehicular Collision Force Article 3.5.1 will not be
used when the owner deems the structural as critical.
(k)
Dynamic Allowance
Do not apply the Dynamic Allowance (IM) to lane loads, pedestrian loads or to
foundation elements which are buried. Use a value of 33% for all limit states other
than fatigue per Article 3.6.2.
(l)
Centrifugal Force
This force effect applies only to structures which have radial forces. The
Centrifugal Force (CF) will be applicable for horizontally curved bridges
according to Article 3.6.3.

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11.5.10 Application of Loads

Longitudinal forces transmitted from the superstructure to the substructure shall be as specified
by AASHTO in magnitude but applied through the hinge at the bearing.
Transverse forces shall be as specified by AASHTO both in magnitude and points of application.
When piers are skewed, transverse and longitudinal superstructure forces are converted to
transverse and longitudinal forces of the pier by using the sine and cosine functions of the skew
angle.
11.5.11 Pier Frame Analysis

When computing pier loads and moments, the designer is required to make a number of
assumptions and approximations based on engineering judgment.
When computing loads and moments, one important assumption to be made involves the degree
of fixity for foundation conditions.
Columns which are assumed fixed at both ends are very effective in resisting horizontal forces;
however, these relatively stiff columns will absorb a large proportion of the unbalanced moment.
In addition, movements due to temperature and shrinkage can introduce large moments in the
columns. Assuming columns fixed at the bottom with the top being integral (fixed) with the
superstructure, can lead to design error because a small rotation of the footing will relieve the
moments in the columns.
Assuming the bottom of columns hinged in a continuous frame reduces the stiffness of the
columns with a corresponding reduction in temperature and shrinkage column moments.
In general, the following is recommended for foundation fixity in lieu of a sophisticated analysis.
1)
Spread footing on competent rock: 100% fixity (fixed)
2)
Footing on pile:
a. With top of pier integral with superstructure = 0% fixity (pinned)
b. With top of pier hinged at superstructure or free-standing pier = 100% fixity
(fixed)
3)
For piers constructed integrally with footings and skewed more than 10, the
bottom of columns shall be considered fixed.
The pier is analyzed as a frame bent by the available analysis procedures considering sidesway of
the frame due to loading.
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11.6 Walls
The following 11.7 Wall Policy outlines policy concerning the review and acceptance of various
earth retaining structures and noise or sound walls.
11.6.1 MSE Design Considerations

Panel Size:
Pursuant to the principle of considering an MSE wall to be a flexible structure, KDOT has
adopted a size limitation for the wall panels. The size limitation will allow the expected deflections/movements to occur over a finite element and reduce the potential for panel cracking.
KDOT has adopted two classes of panel sizes: L and B. Class B panels are limited to an
area of 50 ft.. Class L panels are limited to a maximum size of 35 ft.. The maximum panel
height is limited to 5 ft.. The Designer is required to specify the panel size on the plans. In general, walls with expectations of moderate to high settlement or movement will require Class L
panels. The KDOT Geotechnical Report will recommend the panel size.
Utilities:
Do not allow utilities and drainage structures in and under the structural backfill zone of MSE
walls positioned parallel to the wall face. For storm drainage structures positioned below and perpendicular to the wall system use the following commonly asked questions as a guide.
Q: For storm drainage pipes positioned below and perpendicular to the wall system, what is the
desired cover between top of pipe and bottom of select granular backfill of the MSE wall? What is
the minimum cover?
A: The minimum is 24 in. below the bottom of the reinforced soil which is equivalent to 18 in.
below the leveling pad.
Q: Is there a special backfill and compaction requirements for the pipe trench which is in the
foundation for the MSE system?
A: Compaction in the pipe trench is 95 percent Standard Proctor Density (Type AA) with a moisture range of 5 percentage points above to 5 percentage points below optimum (MR 5-5).
Q: Does KDOT allow any storm pipes within the reinforced soil zone, traveling parallel with the
MSE wall.
A: No.
Q: Is it permissible to have storm pipes within the reinforced soil zone if positioned perpendicular
to the wall?
A: Yes.

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Rails:
Railings should not be set directly on retained earth structures. Either set the railing inside the
wall or put a compressible material between the top of the wall and the bottom of the railing. MSE
walls used in conjunction with railing subject to vehicle impact shall be designed to withstand a
horizontal force of TL-4 loading distributed according to AASHTO Specifications. The maximum cantilever height above the earth reinforcement for top panels is 3.5 ft. including the coping.
Compatibility:
Designers are cautioned whenever a MSE wall is adjacent to a hard structural member (abutment,
footing, etc.). It is best to avoid this situation if possible. Avoid tying the MSE footing, the wall,
or a wall cap to unyielding members. The MSE wall could settle and crack anywhere it is tied to
or sitting on an unyielding member. One solution to the differential settlement issue is to provide
a slip joint in the wall between the yielding and unyielding members. See Figure 11.6.1-1 MSE
Retaining Walls (integral abutment < 2 of movement). Consult with KDOT Geotechnical Services about the use of slip joints.
Horizontal Movement:
When an MSE wall is used to retain fill at an abutment, the MSE wall should be a minimum of 8
ft. from the face of the abutment. This will minimize pressure on the wall from the potential pile
and abutment movement (temperature translation). Use a minimum of 9 in. of geofoam between
the MSE wall and abutment and use an Abutment Aggregate Drainage System behind the abutment.
The following guidelines are to be used when choosing abutment type adjacent to MSE walls:
For bridges with a total movement less than 2 in. and a skew angle of 30 degrees or less use
integral abutments with an isolation casing and cap, back fill the piles with pea gravel, leave
15ft. of the top unfilled per Figure 11.6.1-1 MSE Retaining Walls (integral abutment < 2 of
movement). Isolate the coping movement from the approach slab.
Use the bid item Cased Piles for integral abutments adjacent to MSE walls. This bid item is
measured from 5 ft. below the MSE wall to the bottom of the abutment beam. See Special
Provision.
For bridges with movements greater than 2 in. or skew angle greater than 30 degrees use a
free-standing abutment with counterforts, battered piles or U-Shaped abutments with piles in
the wing.
Use PTFE bearing devices with free standing abutments.
Embed the lower abutment beam to a maximum depth of between 1 and 2 feet within the
MSE mass.
The use of semi-integral abutments adjacent to MSE walls no longer be be used .
Vibrations:
When an MSE wall is used to retain fill at an abutment, it is KDOTs practice to drive abutment
piling before the MSE wall is constructed. Pile driving vibrations after MSE construction may
significantly consolidate the structural fill of the MSE wall.

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tect the straps (reinforcing) of the MSE wall. See Figure 11.6.1-1 MSE Retaining Walls (integral
abutment < 2 of movement).
Downdrag:
At locations where downdrag forces on the piling are noticeable due to foundation settlement
(Note: read the Geotechnical Report) or where settlement may occur from pile driving in different
stages of staged construction, the piling should be coated with bitumen to reduce side friction. As
an alternate, the piling may be sleeved, the piling in those conditions should be reviewed for
performance of lateral movement (temperature) and unsupported length.
Backfill Limits:
Where the plans and Geotechnical Report require the wall to be constructed on fill, (generally fill
with specific strength requirements) note the limits of the special foundation soils on the MSE
wall details. The Road (earthwork) x-sections will show the same limits. In some locations, similar soil placement may be required behind the structural fill mass. Note these locations in the MSE
wall details and in the cross-sections.
Drainage:
In locations where drainage problems are anticipated or are of concern, use modular block type
MSE facia. Modular block will drain through the wall and do not require interceptors.

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Figure 11.6.1-1 MSE Retaining Walls (integral abutment < 2 of movement)

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11.6.2 Earth Retaining Structures Review and Acceptance Procedures

11.6.3 Purpose
The purpose of these review and acceptance procedures is to establish policies, practices and
responsibility for the preparation and review of plans, design and construction control of earth
retaining structures.
11.6.4 General
Information furnished by FHWA concerning application of the various earth retaining structures
should be considered as reference material in the selection of an appropriate system. Prefabricated wall systems (proprietary or generic) should be included in competition with conventional
reinforced concrete retaining walls where considered appropriate. In considering the use of proprietary walls, the Designer should, when requested, provide assistance to a wall supplier of an
approved system which can attain the project objectives. Special Provisions for earth retaining
structures will require proprietary wall suppliers to provide a qualified and experienced representative on the project site to assist the Contractor at the start of wall construction. For the duration
of construction of the project, the representative will be available on an as needed basis, as
requested by the Engineer.
11.6.5 Initial System Approval

Due to the recent development of so many different types of earth retaining systems, consideration of alternates is required prior to preparation of contract documents so Contractors may be
given an opportunity for bidding to provide a satisfactory cost effective system. A proprietary system must have Departmental approval prior to inclusion as an alternate during design phase.
The criteria for selecting and placing a system and the supplier on the approved list by the
Bureau of Structures and Geotechnical Services is based upon the following
considerations:
1.
2.
3.
The Suppliers scope of operation is adequate to supply the necessary wall

components and documentation on time.
The system has a sound theoretical and practical basis from an engineering
evaluation.
Past satisfactory installations and performance of the proposed system.
In addition, the Supplier or his representative, must submit back-up material to include
the following:
(A)
(B)
(C)
(D)
System theory and the year it was proposed.

Where and how the theory was developed.
Laboratory and field experiments which support the theory.
Practical applications with descriptions and photos.

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(E)
(F)
(G)
(H)
(I)
(J)
(K)
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Limitations of the proposed system.

List of owners including, names, addresses and phone numbers.
Details of wall elements, analysis of structural elements, design calculations,
factors of safety, estimated life, corrosion design procedure of soil reinforcement
elements for the proposed environment, procedures for field and laboratory
evaluation including instrumentation and special requirements.
Sample material and construction control specifications including material type,
quality, certifications, field testing, acceptance and rejection criteria and placement
procedures.
A well documented field construction manual describing in detail, with
illustrations where necessary, the step by step construction sequence. (Copies of
this manual should also be furnished to the Contractor and the Project Engineer at
the Pre-Construction Conference for the selected wall.)
Typical unit costs, supported by data from actual projects.
Details of typical system designs for copings; and for conduits, manholes, and
light tower footings through the structural fill mass.
After the above material is submitted, a thorough geotechnical and structural review will be performed concerning the design, construction practicality and whether or not the system would be
appropriate for the particular project.
11.6.6 Wall Selection Considerations

(A)
(B)
(C)
(D)
In addition to initial construction and future maintenance cost, problems associated

with the eventual replacement should be considered.
The influence of construction time may also be a consideration on the overall
project.
Aesthetics may also influence the selection of a particular wall.
Consultants or the Bureau of Structures and Geotechnical Services should consider
only feasible alternates and provide at least two alternates whenever feasible.
11.6.7 Economic Considerations for Wall Selection

The selection of a particular retaining wall for a specific project requires consideration of both
technical feasibility and comparative economy.
Factors which must be considered with respect to economy are as follows:
(A)
Concerning the cost of construction of the wall proper-1.
2.
3.
4.

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Cut or fill earthwork situation.

Size of wall area.
Average wall height.
Foundation conditions (i.e. would a deep or shallow foundation be
appropriate for a cast-in-place concrete retaining wall).
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(B)
Design Manual
Availability and cost of select backfill material.
Concerning the cost of items influenced by the selection of one wall over another-1.
2.
3.
4.
Cost of right-of-way required.

Size of wall area.
Requirements for temporary excavation support systems.
Maintenance of traffic during construction.
11.6.8 Plan Preparation Requirements

Information to be furnished by either the Kansas Department of Transportation or Consultants for
KDOT to retaining wall suppliers for preparation of plans, is listed below.
(A)
Geometric
1.
2.
Beginning and end of wall stations.

Elevation on top of wall at beginning and end of wall. Include profile break
points and roadway profile data at wall line.
3. Cross sections at the retaining wall locations at 50-100 foot intervals.
4. Horizontal wall alignment.
5. Details of wall appurtenances such as traffic barriers, coping, drainage
outlets, location and configuration of signs and lighting including conduit
locations.
6. Right-of-way limits.
7. Construction sequence requirements when applicable, including traffic
control, access, and stage construction sequences.
8. Elevation of highest permissible level of foundation construction. Location,
depth and extent of unsuitable material to be removed and replaced.
9. At abutments, elevation of bearing pads, location of bridge seats, skew angle
and all horizontal and vertical survey control data including clearances and
details of abutments.
10. At stream locations, historic high water and normal water levels.
(B)
Subsurface investigation report including specific design values for the following
parameters:
1.
2.
3.
Foundation materials to include the following properties: consolidation,

bearing capacity, allowable bearing values, and shear strength (cohesion and
values).
Select backfill to include the following properties: unit weight, and shear
strength (cohesion and values).
Random fill or in situ soil behind wall to include the following property:
shear strength (cohesion and values)

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Design Requirements
1.
Generally, reinforced earth retaining walls would not be economical for wall
heights less than 10 ft..
2. For a permanent mechanically stabilized earth wall, the reinforcement
elements are to be designed to have an adequate corrosion resistancedurability for a minimum service life of 75 years.
3. Minimum safety factors shall be as follows: 2.0 for overturning, 1.5 for
sliding and 1.2 for temporary slope stability.
4. Determination of allowable bearing pressures should consider the flexibility
of the retaining system. In general, the minimum factor of safety for bearing
of soil foundations should be at least 2. This is the ratio of the ultimate
bearing capacity to the allowable bearing pressure in which the ultimate
bearing capacity is the maximum bearing pressure the foundation material
will sustain without exceeding the shearing strength of the foundation
material. Embedment depth and settlement is to be considered in the
analysis.
5. Internal design requirements for mechanically stabilized earth wall elements:
Allowable reinforcement material stress is 0.55Fy for steel. Safety factor
against reinforcement pullout should be 1.5. Pullout resistance should be
based upon the capacity achieved at a maximum deformation of inch.
6. Magnitude, location and direction of external loads due to bridges, overhead
signs and lights, traffic surcharge and rapid groundwater drawdown.
7. Limits and requirements for drainage features beneath, behind or through the
retaining structure.
8. Backfill requirements for both within and behind the retaining structure.
Both material and placement requirements should be specified to include
gradation, plasticity index, electrochemical, soundness, maximum loose lift
thickness, minimum density and required moisture content.
9. Special facing panel and module finish or color.
10. KDOT guidance concerning construction specification requirements or
special provisions.

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11.6.9 Requirements for Supplier Prepared Designs and Plans

The final design submitted shall include detailed design computations and all details, dimensions,
quantities and cross sections necessary to construct the wall. The fully detailed plans shall be prepared to according to section 105.10(b), sheets and shall include, but not be limited to, the following items:
(A)
A plan and elevation sheet or sheets for each wall, containing the following:
1.
2.
3.
4.
5.
6.
7.
An elevation view of the wall which shall indicate the elevation at the top of
the wall, at all horizontal and vertical break points and at least every 25 ft.
along the wall, elevations at the top of leveling pads and footings, the
distance along the face of the wall to all steps in the footings and leveling
pads, the designation as to the type of panel or module, the length, size and
number of mesh or strips and the distance along the face of the wall to where
changes in length of the mesh or strips occur and the location of the original
and final ground line.
A plan view of the wall which shall indicate the offset from the construction
centerline to the face of the wall at all changes in horizontal alignment, the
limit of the widest module, mesh or strip and the centerline of drainage
structures or drainage pipe which is behind or passes under or through the
wall.
General notes required for design and construction of the wall.
All horizontal and vertical curve data affecting wall construction.
A listing of the summary of quantities provided on the elevation sheet of
each wall for all items including incidental items.
Cross section showing limits of construction and in fill sections, limits and
extent of select granular backfill material placed above original ground.
Limits and extent of reinforced soil volume.
(B)
All details including reinforcing bar bending details. Bar bending details shall be
in accordance with KDOT Standards.
(C)
All details for foundations and leveling pads, including details for steps in the
footings or leveling pads, as well as allowable and actual maximum bearing
pressures.
(D)
All modules and facing elements shall be detailed. The details shall show all
dimensions necessary to construct the element, all reinforcing steel in the element,
and the location of reinforcement element attachment devices embedded in the
facing.
(E)
All details for construction of the wall around drainage facilities, overhead
sign footings and abutment piles shall be clearly shown.

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(F)
All details for connections to traffic barriers, coping, parapets, noise walls and
attached lighting shall be noted on the plans.
(G)
Detailed design computations shall be submitted.
(H)
The design parameters used will be found in the subsurface investigation report.
The assumptions made in the report will be used in the design of the wall system.
Deviations in the design parameters used or changes which will effect the
assumptions made, will first be cleared with the subsurface investigation reports
authors.
(I)
The plans shall be prepared and signed by a licensed professional engineer.
Two sets of design drawings and detail design computations shall be submitted to the Bureau of
Structures and Geotechnical Services. The computations shall include a detailed explanation of
symbols and computer programs used in the design of walls. All designs and construction details
will be checked by the Bureau of Structures and Geotechnical Services against the preapproved
design drawings and procedures for a particular system. Design details and plans shall be
reviewed by the Bridge Squad Leader.
11.6.10 Materials Approval

Prior to delivery of material used in the retaining wall construction, the sources must be preapproved in conformance with the Department specifications.
11.6.11 Consultants Responsibility

The Supplier shall furnish the Consultant the design calculations and plans for their internally
reinforced retaining system. The design plans shall be checked, revised as required and approved
by the Consultant prior to inclusion in the plan tracings. The Consultant for a project should coordinate with the Bureau of Structures and Geotechnical Services concerning the responsibility for
subjects discussed in the next sections.
11.6.12 Department Responsibility

The following sequence outlines the organizational unit and necessary actions by the unit to
select, coordinate and review designs and monitor construction of earth retaining structures.

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SYSTEM APPROVAL FOR SPECIFIC PROJECTS

ORGANIZATIONAL UNIT
Geotechnical Section
RESPONSIBILITY AND ACTION

1. Reviews geotechnical aspects of wall supplier submittal and provides formal comments and recommendations to Bridge
Design Section.
Chief, Bureau of
2. Notifies wall supplier system of Research
Research
acceptance or rejection.
Bridge Design Section
3. Reviews structural aspects of wall supplier
submittal and provides comments and recommendations to the Bureau of Structures
and Geotechnical Services.
WALL SELECTION
Bureau of Structures and Geotechnical 1. Determines need for an earth retaining
Services
structure at a specific location
2. Requests geotechnical report, subsurface
investigation and wall selection recommendations from geotechnical section. Project
designer should advise Geotechnical Section of particular project constraints, specific site conditions, environmental or
aesthetic conditions.
3. Perform subsurface investigation, laboratory analysis/testing and prepares project
foundation report. The report should
include:
A. Interpretation of subsurface conditions.
B. Recommendation of appropriate wall
types for subject foundation conditions.
C. Indication of materials and conditions
which may be encountered during construction.
D. Possible design and construction problems and recommendations for their solution.
E. Special notes which should be placed on
the plans or special provisions.
F. Reasons and supporting data for recommendations.

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4. Based on geotechnical report and recommendations, cost estimates and aesthetic

considerations, selects appropriate wall
design alternates. If appropriate, procedures
as outlined in Sections 11.6.3 through
11.6.10 of this document should be followed. Coordinate preparation of the plan
with the Geotechnical Section as outlined in
Section 11.6.8 of this document.
FINAL PLAN REVIEW
1. Review structural aspects of earth retaining
structure submittals in accordance with Section 11.6.9 Requirements for Supplier Prepared Design and Plans.
2. Review geotechnical considerations of
earth retaining structure submittals in accordance with Section 11.6.9, Requirements
for Supplier Prepared Design and Plans.
CONSTRUCTION
1.Provide technical assistance to project
and Geotechnical Section
construction personnel prior to and during
retaining wall construction (preconstruction meetings, construction problems, evaluation of new or unusual systems).
Construction Project Engineer
2.Provide construction supervision and
inspection. Immediately notify bridge and
geotechnical section of construction problems.
11.6.13 Sound/Noise Walls

The need for noise walls on or adjacent to bridge structures must be approved by the State Bridge
Office and justified by the results of an environmental assessment. Please refer to . The Noise
Abatement Policy has been in effect since August 1996. This is a general policy and Noise
Abatement report recommendations exceeding these limitations have been followed in the past,
but an effort should be made to identify and document the locations where these height limitations
will be violated. This documentation should be sent to Environmental Section for their review and
comment
Noise walls mounted on Bridge Structures over highway or railroad traffic will be designed to
resist Vehicular Collision Forces in Article 15.8.4 loading conditions using an LRFD extreme
event limit state with barriers and connection to barriers analyzed by methods with sufficient
degrees of freedom.
Noise walls placed on Bridge Structures which can fall onto traffic lanes or shoulders from above,
as in the case of when a noise wall is mounted on the bridge over a grade separation, will have

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fully restrained elements and connection to the parapet designed for Extreme Event II loading
conditions. Noise walls placed adjacent to Bridge Structures which can fall into traffic or shoulder
lanes will have continuity elements included in the design.
Noise wall taller than 10 present inspection problems when they are mounted on bridges and
therefore, it is not recommended unless prior agree by the Bureau of Structures and Geotechnical
Services.
If the noise wall is mounted on a structure use a 110 mph wind speed. For ground mounted noise
walls use Figure 15.8.2-1 for wind speed determination.
Noise wall mounted on top off MSE walls will be supported by drilled shafts set behind the face
of the wall at least four shaft diameters. Use only modular block type walls (MBW) for this application. KDOT has performed extensive research which shows the performance of MBW with laterally loads drilled shafts in the reinforcement zone, and therefore, have a high level of
confidence with the performance of these wall systems.
Minimum Criteria for noise walls mounted on top of MSE wall:
Wind Load
Max. Height
Max. Shot
Spacing
Min. Shot
Length
50 #/sq. ft.
20 ft.
15 ft.
15 ft.
The top of drilled shaft, for noise walls mounted on top of MSE walls, will have movements limited to 1(in each direction) and the lateral loads must be resisted exclusively by the drilled shafts.
The mobilized soil pressures resisting the shaft rotation must resist all lateral load applied to the
noise wall. The retaining wall facing elements and MSE wall reinforcing should not to counted
on to provide resistance to the lateral loading. The shaft length and diameter should be adequate
to limit the deflection and to transfer the load to the soil mass.

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WALL POLICY
11.7 Wall Policy
INITIAL WALL LAYOUT
Wall design and layout is a multi-disciplinary process involving, as a minimum, the Geotechnical
Section, Road Design Section and Bridge Design Section. In addition, many other functional units
within the agency may have input regarding use of these structures. The Project Manager (The
Bureau of Road Design or Consultant) coordinates with all of the design units involved in a project.
When the need for a retaining wall or noise wall has been identified, the Road Design Leader and
their staff (or KDOTs consultant) is responsible for establishing the preliminary geometric layout
of the walls. The layout includes identifying the alignment of the wall, providing a profile along
the planned ground line at the face of the wall, a profile of the planned top of wall elevation,
cross-sections detailing the wall and the physical features within the wall influence zone which
may impact the wall design, construction and performance.
Types of walls covered in this policy:
Retaining walls
Noise walls
Wall combinations
GENERAL GUIDELINES FOR DESIGN
Wall location and design is influenced by many factors and features. Some of these include but
are not limited to:
Geometric Constraints
Right-of-Way
Structural Requirements
Geotechnical conditions
Constructability
Drainage
Drainage Structures
Guard Fence or Barrier
Utility Accommodation
Foundations for other structures or
walls
Signing and Lighting

Signals and Controls
Detection equipment needs
Environmental issues
Noise mitigation requirements
Safety requirements
ADA accommodation
Wall design life
Walls will be considered individually and as a system of inter-related wall systems or wall combinations (some wall systems are multi-tiered or are a combination of retaining and noise walls).
All walls are influenced by some of the variables listed above and by the interaction between

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these variables. Therefore, each wall layout will also show an associated typical section(s) and
actual plan and elevation views of the planned wall and its location with respect to the other features which may influence the alternatives to be considered. It is imperative to detail all known
interactions of these many elements to prevent costly modifications during construction. Road
and Bridge Staff will coordinate the alignment and profile development for each wall and conduct
careful reviews for conflicts with existing or planned features.
WALL TYPES
Retaining Walls
Mechanically Stabilized Earth (MSE) wall systems are typically constructed with one of three
facing systems: Modular Block, Reinforced Concrete Panel or Welded Wire Facing. Most facing
and soil reinforcements are proprietary systems designed to be flexible in nature. Plan details are
developed by KDOTs structural design staff in coordination with KDOTs Geotechnical Unit and
Road Design staff.
Cast-In-Place (CIP) walls are typically considered to be a structural design feature since both
external stability and structural strength or internal stability will satisfied. The details are developed by KDOTs structural design staff or design consultant. In all other respects the design must
be coordinated with both the Geotechnical Unit and Road Design staff. The practice of developing separate detail sheets (as with other wall types discussed above) is appropriate. Where
included in projects with other retaining wall systems, it may be appropriate to include cast in
place wall quantities on the summary sheets with other walls.
Noise Walls
Noise walls generally require more structural engineering expertise than MSE wall systems.
Another principal difference in the development of noise wall details is the determination of the
location of these elements, i.e. noise wall locations are based on the need, as determined by the
Environmental Section, to provide noise abatement measures. See Appendix D Noise Abatement
Policy for KDOT Noise Abatement Policy. Noise wall alignment, height and profiles are accommodated in the design process in a manner similar to retaining walls and are therefore included in
this wall guide.
Noise walls when extending onto bridges over traffic should have a detailed noise analysis performed by a qualified specialist to document the impacts to local receivers if the wall were not
placed on the bridge. From this detailed analysis a decision can be made as to whether the wall
should be extended across the bridge. When extending noise walls on bridges which extend over
traffic, the wall element and connection to the barrier will be evaluated for TL-4 vehicular impact.
Bridge inspection access equipment is severely limited if the wall is over 10 ft. in height, measured at the bridge barrier. Placing noise walls on bridges over streams can impact the ability of
Bridge Management to perform in-depth inspections and should be considered in the development process.

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Landscape Walls
Landscape retaining walls, as defined by KDOT, consist of wall systems meeting all 5of the following requirements:
A total height less than 6 ft. measured from top of footing to top of wall profile at all points
along the length of the wall.
The maximum live load surcharge of 100 pound per square foot is not exceeded.
The slope of the material retained by the wall does not slope toward the wall at a rate of 6:1 or
steeper within the area 6 behind the wall.
The wall is not a part of a multiple tiered wall, which as a system would have a total height
greater than 6ft..
Loss of life, serious loss of function or access to adjacent necessary services/structures, or
significant property damage is unlikely in the event of failure.
The development and design details of these walls are different than other wall applications. A
geotechnical investigation is not required. Design staff will prepare details showing the alignment, top of wall profiles and typical section views, etc. These walls are not considered to have
the potential for high risk to public safety; therefore they are not numbered, tracked or inspected
following construction. Landscape walls typically consist of modular block or cast in place construction.
Refer to the memo on: Appendix E Landscape Retaining Wall Policy Revision 1
WALL DATABASE
The Project Manager will request a Wall Serial Number for each wall except Landscape Walls.
The Bureau of Structures and Geotechnical Services maintains the data base which contains information on all walls other than Landscape Walls and all walls attached to bridge barriers. Consult
the Bridge Sections Management Systems Analyst for the correct number. Assistance is available
if needed. See Attachment #1 for the Serial Number request form. See Attachment #5 for wall
type abbreviations used for serial number requests and construction plan notes.
WALL DEVELOPMENT PROCESS
The Road Design Leader will coordinate with the KDOT functional units involved in a project.
Bridge Section staff will be responsible for some portions of the project development process
when retaining walls or noise walls are planned as part of a project. When the need for a retaining
wall or noise wall has been identified, the Bridge Squad assigned to the project and the Geotechnical Unit will be included in the coordination needed for plan development. In the early development of the wall layout concepts, the Bridge staff and the Soils Section gives input concerning
type, size, location, structural viability and cost of the proposed solution.
The transmittal of plans at this stage of project development, Plans to the Bureau of Structures
and Geotechnical Services, is intended to focus on surface geology and those features which are
needed to help define right-of-way requirements (vertical cuts, benching, maximum cut or fill
slopes, etc.). A study of the surface geology early in the project development may provide
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opportunities to minimize right-of-way requirements without the use of retaining structures.

Identification of problem soil conditions and settlement issues, or other unforeseen subsurface
conditions are usually not known at this stage. When factors such as traffic accommodation, high
cost right-of-way, environmental constraints, noise study findings, community involvement and
other influences result in the need to incorporate walls, it is important to begin to factor these
items into project costs, resource requirements and project schedules.
If retaining walls are needed, the Soils Section of the Geotechnical Unit and Bridge staff will
determine the wall type. Wall systems include Cast-In-Place (CIP), Modular Block (MBW),
Mechanically Stabilized Earth (MSE), or other wall types. Careful consideration should be given
to special construction techniques, such as top down construction and tie-back supported
walls. Geogrid reinforced embankments are not considered to be walls and are not addressed in
this policy; however their presence may influence wall design. The use of soil nails and rock
anchors or other special embankment stabilization techniques are not included in this policy.
As alternatives are considered, public involvement may influence the decision process. Generally
this relates to the use of noise walls and the aesthetic qualities of walls being constructed in their
communities. Constructability issues must also be addressed.
Prior to field check, the wall layouts will be shared by Road staff to coordinate the layout with
other adjacent features such as bridges, drainage structures or other walls. Adjustments in the
wall alignments and profiles should be expected as the details are developed. The Project Manager will request serial numbers for all walls requiring them.
Based on the recommendations from the Soils Section, Design staff will confirm and finalize wall
locations to proceed to field check. After field check the Bridge Squad Leader will request a
Retaining or Noise Wall Investigation by the Soils Section. This request will be based on the final
location of all wall structures as documented in the field check plans. The Soils Section will proceed with the retaining wall investigations to determine the wall design parameters and to verify
the external stability of the proposed wall system. The wall location should be finalized by field
check, but if changes to the alignment or profile of the wall do occur, the Road and Bridge Sections must convey this information to the Soils Section in a timely and complete manner.
The responsibility for providing the details in the final plans for each wall will be determined by
the Road and Bridge staff on a project-by-project basis. In general:
The Bridge Section is responsible for retaining wall systems connected to or adjacent to
bridge elements. The Road Section addresses geometrics, drainage and utility coordination.
Landscape retaining walls will be the responsibility of the Road Section. The Bridge Section
will assist with any structural engineering which is required.
Noise walls are generally structural in nature. The Bridge Section will be responsible for
most of the design and details; however the Road Section must identify the preferred location, alignment and profile for the walls. Noise wall design is influenced by the location of
the controlling noise source in reference to the location of the impacted receptors. Based on
an identified location for a noise barrier, the height of wall is determined (See Appendix D

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Noise Abatement Policy ) and the roadside geometrics are completed. Plan sheets and details
needed to define the wall are similar to retaining wall systems, but in the case of noise walls,
the supports for the walls are the key elements which must be located and structurally
designed.
FIELD CHECK
Structural concerns regarding walls will be discussed and documented during the Bridge Field
Check. These include, but are not limited to which are attached to the bridge, support the bridge
berms or those which abut or straddle other structures.
The Field Check memo will address issues associated with walls. These issues will be documented on large projects in the Wall Field Check Report.
Use the assigned wall Serial Number to reference all walls in the Field Check Report.
Subsequent to the field check, the Road Design or consultant design staff will assist in the preparation of Wall Field Check Templates Attachment #2 for each wall on the project. Attachment #3
addresses wall stationing. Bridge staff will help in development of the reports. The Wall Field
Check reports (one for each wall), if used, will become part of the Field Check Memo(s).
The Bridge Section will assume responsibility for all walls other than Landscape Walls after Field
Check. This includes communications with the Project Manager, the Consultant, and Soils Section. This also includes projects which do not have bridges in the scope. It is critical to have all
members of the design team inform the Bridge Section of changes or problems as these projects
progress.
After field check the Bridge Section will request a Geotechnical Investigation for both Soil
parameters and foundation recommendations. KDOT Geotechnical Section will provide foundation recommendations for all walls.

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TYPICAL PLAN DETAILS

The following list has been developed to provide the designer with a checklist of details typically
provided when a wall is to be included in the plans. It is not considered to be all-inclusive.
These are example sheets only. The designer should add missing information and remove extraneous data based on their project. The information shown may not be the latest approved.
Sheet Numbers for the designers reference are in parenthesis following the sheet title.
Note: Sheets are assigned to a work unit. Most sheets require collaboration. This table attempts
to define content and primary responsibility.
Road
Road
Road
Road
Road
Sheet Description
Title Sheet (0) Walls will be included in the scope on the title sheet.
Retaining Wall & Noise Wall Layout (2) providing wall number, baseline, station and offset to both ends of the wall, overall wall length and wall
type (See Bridge Manual for listing of acronyms.) as well as an index to
wall drawings.
Summary of Retaining Wall and Quantities (3) listing all retaining walls on
the project. Include notes which clarify the basis of measurement and basis
of pay for the wall itself and the basis for estimating the select granular
backfill volumes which are subsidiary. The basis of payment and measurement shall be shown for the geomembrane and all additional subsidiary
items shall be called out.
Retaining Wall & Noise Wall Layout (1) for large projects where numerous
walls are proposed or where the sheet will be of help in orienting the plan
user to the general location of the various walls within the project. This
sheet is for general reference, but should accurately depict the location of
the walls as related to the baseline geometrics of the project. At a minimum, each wall should be labeled with its Serial Number.
Retaining Wall General Notes (4, 5) for each retaining wall system
included in the plans. Included in the plans are the approved system suppliers for each retaining structure as detailed in the Report of Retaining/
Noise Wall Investigation. Design criteria, design loading, geotechnical
parameters, safety factors, construction requirements and numerous other
requirements must be included in the plans or specifications. These
requirements are the foundation upon which the system providers will
develop their wall design. The General Notes sheets or the specifications
must provide this information.

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Road
Road
Road

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Summary of Design Soil Parameters (6) providing bearing capacities and

design properties for the retained fill, foundation soils and special fill to be
used by the wall manufacturers in developing the final wall design details.
Other specific construction and scheduling requirements called out in the
Geotechnical Units Report of Retaining/Noise Wall Investigation will
also be noted on this sheet.
Common Retaining Wall Details (7, 8) includes details of items which are
common to all of the wall locations of a specific type. These are details
regarding drainage within the retained fill, compaction requirements for
any special foundation fill required, placement of the geomembrane and
the protective cushioning material, minimum embedment of the concrete
leveling pad below ground line, placement of joint filler adjacent to the
cast-in-place concrete coping, slip joint details or other features which
need not be repeated from wall to wall.
Legend - Retaining Walls (9) (if appropriate) is a table or chart explaining
the symbols used to represent information on other drawings.
Retaining Wall Plan & Elevation (10, 11) for each individual wall. This
sheet will depict the plan view, horizontal alignment details and the elevation view of the wall, a typical section should be shown (Geologic formations requiring special treatment should also be shown.). A wall baseline
will be established for each wall. Alignment notes and ties to an appropriate project centerline, baseline or other reference line will be provided on
this sheet. Ties from the ends of the wall to an appropriate project baseline
will be used to reference, station and number the walls. The serial number
is assigned by the Bridge Section (See Wall Database Section) for the
purposes of tracking and maintenance inspections following construction.
As described in the number guide, landscape walls will not be assigned a
serial number. Retaining Wall Plan & Elevation will include a construct
note (three sided box) referencing the wall by station, offset, wall type and
serial number on the plan portion of the sheet.
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Road
Retaining Wall Typical Section Details (12, 13) are a more detailed typical
section for specific walls on the project. These sheets provide further
details regarding foundation, drainage, controlling clearances, slopes, etc.
The typical section should depict the typical excavation / embankment
details such as the location of retained fill and select fill, the basis of the
quantities estimated in the plans and, if not covered by a standard specification or special provision, identify items which are considered to be subsidiary. Typical Sections are sometimes needed to depict unique situations
along the length of the wall (Noise Wall/Retaining Wall Section shows a
combination of a noise wall drilled shaft behind a retaining wall). An outline of the proposed construction sequence will be provided for each wall
detailed. Further, these sequence notes may provide specific time restrictions such as time needed for settlement prior to paving operations if
applicable for the wall depicted. Traffic barrier Refer to Traffic Barrier
policy/detail sheets.
Bridge
Road
Design Manual
Miscellaneous Details drawings (14) are often needed to detail the

interface between walls and structural elements such as abutments surrounded by walls, barrier rails, foundations within the reinforced backfill,
etc. These sheets are generally of critical importance to both the retaining
wall system and the proper performance of the other structural elements.
Road Cross Sections (24, 25, 26) Provide the needed views as well as
detailing special considerations such as the influence of, or interface with,
drainage pipes and structures. Proper storm drainage interception and discharge are important to long term performance of the retaining systems.
Noise wall plan development is similar to developing drawings for retaining wall systems. Generally noise wall systems require more structural design than retaining wall systems. The Bridge
Section will be responsible for these sheets following field check and will make all requests to the
Geotechnical Unit. The Project Manager will be responsible for the development of the initial
plan profile through field check and will conduct all presentations to the public dealing with the
proposed noise wall concepts.

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Sheet Description
Bridge
Bridge
Road
Bridge
Bridge
Bridge
Bridge
Bridge
Bridge
Bridge

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Noise Wall General Notes and Index of Drawings (17). Bridge Section
will be responsible for completing and reviewing this sheet.
Noise Wall Quantities & Foundation Summary (18).
Noise Wall Plan and Profile (23) will include a construct note (three
sided box) referencing the wall by station, baseline offset, description
and serial number in the plan view. The limits of need should be
shown in the profile view and a summary of required steel post lengths
and panel sizes should be provided for the fabricators information.
Road and Bridge Sections and the Environmental Section must coordinate their efforts to assure the details provided adequately address the
intended noise mitigation requirements.
Noise Wall Drilled Shaft Data (19). This sheet will provide a summary
of the drilled shafts being used for noise wall foundations on the project; it will include shaft diameters, shaft lengths, length of rock sockets
and the bill of reinforcing for the drilled shafts.
Noise Wall Drilled Shaft Details (22). This sheet will be provided for
noise walls supported on drilled shaft foundations. Similar sheets may
need to be developed for special situation involving alternative noise
wall foundations such as spread footings or strip footings, etc.
Noise Wall Drilled Shaft Data (19). This sheet is for noise walls
behind mechanically stabilized earth walls. The sheet will provide all
drilled shaft design loads along with a summary of design soil parameters. The Bridge Section will work with the Geotechnical Unit to provide all information which will be required by the wall manufacturer to
complete his design for internal stability of the MSE wall system. This
sheet should be referenced on the MSE wall plans.
Noise Wall Concrete Panel Details This sheet contains the details to
be used by the noise wall concrete panel fabricator.
Noise Wall Structural Steel Details (22) This sheet contains the details
for the steel post, base plates, post bracing systems which may be
required and the anchor bolts for use by the fabricator of the structural
steel noise wall components.
Miscellaneous Noise Wall Structural Details(22). These sheets provide a sample of possible structural details which may need to be
included in the plans. These details may include details for attaching
noise wall to concrete safety barriers, additional details for connecting
the safety barrier to the shoulder pavement for adequate transfer of the
noise wall loads, details for access ports for fire safety and details for
various block outs such as drains and sign truss foundations. Traffic
barrier Refer to Traffic Barrier policy/detail sheets.
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OFFICE CHECK
The Road Section, the Geotechnical Section and Bridge Section will coordinate the review of
plans to identify any errors or omissions. The resolution of these items will also be coordinated.
SHOP DRAWINGS
After the project is let, the Contractor will submit the required shop drawing for any fabricated
wall system or component.
The Fabricator sends shop drawings for wall systems or components to the Bridge Section and to
the Geotechnical Section. They also send shop drawings to the KDOT Consultant if applicable.
The Bridge Section or the bridge design consultant is responsible for reviewing the shop drawings. This review includes the geometrics, panels, footings, etc. The Fabricator adapts the design
to utilize their product within the plan tolerances (minimums, maximums and geotechnical
requirements). For example, the Fabricator may lower the leveling pad to a uniform elevation and
provide steps in the elevation of the pad to fit his panel dimensions. These changes may affect
other details such as drainage accommodation or clearance to utilities or sanitary sewers etc.
These influences will be addressed in the shop drawings. Review of these changes may require
the involvement of the Road Section staff.
The Geotechnical Section reviews the adequacy of the Fabricators designs and the geotechnical
stability of all walls. When both the Structural and Geotechnical issues have been addressed, the
approved shop drawings are distributed.
The Bridge Section distributes the approved shop drawings and accompanying correspondence.
(See Attachment #4 for Approved Shop Detail correspondence distribution list). Bridge Design
sends a copy of correspondence only (no shop drawings) to Road Design.
CONSTRUCTION ISSUES
The Division of Operations and the Bureau of Structures and Geotechnical Services will work
together when there are construction problems.
The District will inform the Project Manager and the Geotechnical Unit if there are construction
problems with walls and when applicable, the consultant designers will be apprised of the construction issues.
Contact the Bureau of Structures and Geotechnical Services if there are construction problems or
questions. Do not contact the proprietary Wall Manufacturer/Fabricator directly if the wall is a
Mechanically Stabilized Earth Type Wall. Do not direct Operations staff or Consultants to contact
the Wall Manufacturer. The Bureau of Structures and Geotechnical Services will coordinate the
appropriate communications with the Wall Manufacturing entity for MSE structures.
Do not develop or implement solutions for wall problems. This may relieve the Wall Manufacturer of liability. While KDOT solutions may be the correct option; contact the Bureau of Structures and Geotechnical Services first. KDOT may develop solutions, but wait for Geotechnical
Services to give guidance.

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REVISED PLANS
The District staff will notify the Road Design Leader, the Bridge Designer and Geotechnical Services of all proposed wall changes. If wall revisions require revised shop drawings, the process of
reviewing and distributing the revised drawings is similar to a new submittal.
The Fabricator will submit revised shop drawings. Bridge Design or KDOTs Consultant will
review the structural acceptability of the shop drawings. Materials and Research will re-evaluate
the MSE wall shop drawings for adequacy of geotechnical design.
Bridge Design will distribute the approved revised shop drawings as per their normal practices.
(Attachment #4)
The Road Project Manager will revise and distribute revised wall plan sheets following normal
revised sheet procedures. The Bridge Section will revise and distribute revised plan sheets for
walls affecting elements of the bridge system. (Sheets are assigned to Road or Bridge based on
the original author. See the preceding section title Typical Plan Details for general guidance.)
Revised wall plan sheets must be transmitted quickly to avoid construction delays.
BUREAU OF LOCAL PROJECTS
The Bureau of Local Projects (Local Projects) will follow the policies listed above on local entity
projects which affect the State System. Generally, Geotechnical Services is not involved with
Local Projects walls. However, there may be special cases where Local Projects requests the
expertise of Geotechnical Services.
ATTACHMENTS
Index
Attachment #1Wall Serial Number Request
Attachment #2 Wall Field Check Template
Attachment #3 Wall Stationing Guidelines
Attachment #4 Distribution of Shop Plans
Attachment #5 Wall Structure Type Abbreviations

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Title Sheet

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Retaining Wall & Noise Wall Layout

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Summary of Retaining Wall and Index of Drawings

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Summary of Retaining Wall and Quantities

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Retaining Wall General Notes

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Retaining Wall General Notes

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Summary of Design Soil Parameters

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Common Retaining Wall Details

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Common Retaining Wall Details

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Legend - Retaining Walls

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Retaining Wall Plan & Elevation

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Retaining Wall Plan & Elevation

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Retaining Wall Typical Section Details

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Retaining Wall Typical Section Details

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Miscellaneous Details

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Plan and Elevation

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Noise Wall/Retaining Wall Section

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Noise Wall General Notes and Index of Drawings

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Noise Wall Quantities & Foundation Summary

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Noise Wall Drilled Shaft Data

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Nose Wall

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Miscellaneous Noise Wall Structural Details

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Noise Wall Drilled Shaft Details

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Noise Wall Plan and Profile

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Road Cross Sections

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Road Cross Sections

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Road Cross Sections

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Attachment #1

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Attachment #2
Attachment #N for Field Check of Project No. RR-CCC KA-PPPP-01

Wall Number: RRR-CCC-MM.MM(WWWW)
1
2
3
4
5
6
7
8
Let Date: MM/YY
RM MMM.MM
Stationing Baseline (Mainline, ramp)

Reference: Station
Offset
Secondary Description: Route
Station
Offset
Secondary Function (Over, under, frontage road)
Wall Type
Wall Purpose
Minimum Height
Maximum Height
Total Length of Wall along Centerline of Wall
883 Est. Cost of Work
Field Check Est. Cost
Associated Structures (Bridge)(Wall)
Identifying Information for Associated Structures
Utility Concerns
Hydraulics, Drainage and Permitting Concerns
Type of Work (New, replacement, existing)
Plan Sheet Revision Responsibility
RR-CCC-MM.MM (WWWW/BBB)
Attachment #N+1 for Field Check of Project No. RR-CCC KA-PPPP-01

Wall Number: RRR-CCC-MM.MM(WWWW)
1
2
3
4
5
6
7
8
1.
2
3.
4.
5.
6.
7.
8.
Let Date: MM/YY
RM MMM.MM
Stationing Baseline (Mainline, ramp)

Reference: Station
Offset
Secondary Description Route
Station,
Offset
Secondary Function (Over, under, frontage road)
Wall Type
Wall Purpose
Minimum Height
Maximum Height
Total Length of Wall along Centerline of Wall
883 Est. Cost of Work
Field Check Est. Cost
Associated Structures (Bridge)(Wall)
Identifying Information for Associated Structures
Utility Concerns
Hydraulics, Drainage and Permitting Concerns
Type of Work (New, replacement, existing)
Plan Sheet Revision Responsibility
RR-CCC-MM.MM (WWWW/BBB)
See Attachment #2, Wall Layout Guide

Defines the wall with respect to a second baseline. This is for location purposes if helpful.
Defines the second baseline. (Route over, under, etc.)
Describe and use CANSYS codes: Example - MSE Panel Wall (YMLX) - From Kansas Structure Coding Guide
Earth retaining, noise abatement, hydraulic, aesthetic treatment, etc.
Wall heights are measured from top of the footing to the top of the wall cap.
Associated structures are structures that are within 1.5 x height of the wall (any direction)
Route, county, reference mile, wall number.
FIELD CHECK TEMPLATE FORM

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Attachment #3
SBO form 07-31-2007

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Attachment #4
Approved Shop Detail Distribution List
Fabricator
Contractor (General and Sub-Contractor)
District Engineer w/a
Area Engineer w/a
Area Construction Engineer w/a
Metro Engineer and/or FEA if applicable w/a
Operations Engineer, Bureau of Construction and Materials w/a
Asst. Chief, Bureau of Construction and Materials
Bureau of Road Design
Pavement Section
Consultant (if applicable) w/a
State Geotechnical Engineer w/a
Management System Analyst, Bridge Section w/a
Bridge County Files ==> Records and Workflow Management
Projectwise
Notes:
Shop drawing format and distribution shall conform to Section 105.10b of the KDOT Standard Specifications for Road and Bridge Construction

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Attachment #5
DATABASE CHARACTER WALL TYPE CODES
CANSYS / PONTIS / BROMS alpha character fields
Material Type
A = Aluminum
B = Stone
C = Corrugated Metal
D = Geotextile Fabric
E = Earth (soil)
F = Composite (Fiberglass, PVC, etc.)
G = Galvanized Steel
H=
I = Wrought Iron
J=
K=
L = Lightweight Concrete
M = Stone Masonry
N = None (for BROMS temporary use)
O=
P = Prestressed Concrete
Q=
R = Reinforced Concrete
S = Steel
T = Timber
U = Unknown (for BROMS temporary use)
V=
W = Weathering Steel
X = Post-Tension Concrete
Y = Precast Concrete
Z=

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Superstructure/Structure Type
AT = Soil Nail/Tie-Back
BN = Bin
CT = Cantilever
ER = Earth
GB = Gabion
GV = Gravity
MB = Mechanically Stabilized Earth, Block
ML = Mechanically Stabilized Earth, Panel
PF = Panel Frame
SD = Soldier Pile
SH = Sheet Pile
SV = Semi-Gravity
Design Type
A = Aesthetic (Wall)
X = Retaining (Wall)
Y = Hydraulic (Wall)
Z = Noise (Wall)
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Appendix A Structure Protection Guidelines

Use of this guideline
This guideline is intended to be followed with minimal deviation when designing projects with
new grade separation span bridges where the piers are located within the clear zone. For rehabilitation projects on existing bridges or to the roadway passing below, when the pier is located
within the clear zone, the bridge and road engineer will determine, together, the overall risk to the
existing structure. The road engineer will determine the clear zone requirements, the risk of
impacting the structure, guard rail need, potential traffic impedance, mowing restriction, drainage
and site conditions. The bridge engineer will determine the effects of the impact on the structure
and the risk of potential loss in service. Both the Road Section and the Bridge Section will determine how best to adhere to the guidelines.
AASHTO does not differentiate between new and existing structures when referring to the analysis of vehicular or railroad collisions. The intent is to provide a specification for the design of
new structures. Bridge rehabilitation, repairs and maintenance are typically governed by specification written at the time the structure was built. Improvements to the AASHTO Bridge Design
Specifications are incorporated into bridge rehabilitation work when the work can economically
enhance material performances, structural durability, public safety, or improve life-cycle costs.
The designer will determine if the increased investment cost is reasonable for the risk being taken.
For new structures, the flow charts follow current AASHTO Specifications. By incorporating
these design requirements into the development of the project scope, such items as highway geometrics, span layout, superstructure and substructure types, and locations are all considered as
variables. For existing structures, project variations are not always possible and therefore, a
weight must be placed on balancing cost verses risk within the project scope.
It is not the intent of this guideline to consider structure protection when the project scope is limited to only maintenance of either the existing bridge or existing roadway passing below. Nor is
the intent of this guideline to search out structures falling within this area of concern and which
are not meeting current requirements, as a sole reason for retro-fitting the structure unless specifically directed to do so.
Interpretation of Current Specifications
For vehicular impact, the current AASHTO Specifications use a distance of 30 ft. and the term
clear zone interchangeably when defining the limits required for protection of the structure.
KDOT has determined that clear zone, as defined by the Road Section, will be the controlling
distance. Article 3.6.5 describes a 600 kip load acting at an angle not greater than 15 degrees from
the edge of the pavement and located 5 ft. above the ground. This vehicular collision force (CT)
will be used unless protected, per Article 3.6.5.1, or if the structure is exempt per Article C3.6.5.1.
The determination of exemption is based on the structure function being classified as critical or
typical, and will follow an evaluation of risk. Considerations will also include route redundancy,
length of detour, multi-layer interchange, and other local considerations. Consult the Bridge Section and District for guidance.

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New Structures
Use one of the following AASHTO Specifications taken from Article 3.6.5.1 to protect the pier if
the pier is within the clear zone.
Design the pier to withstand impact.
Use an embankment to protect the pier from vehicular impact.
When the distance from the back of the barrier to the pier is less than or equal to 10-0, use a
54 barrier designed for a TL-5 loading condition.
When the distance from the back of the barrier to the pier is greater than 10-0, use a 42
barrier designed for a TL-5 loading condition.
Note: KDOT has not crash tested a 42 or 54 barrier for TL-5 loading but, has detailed the reinforcement based on, Development of 42 and 51 TALL SINGLE FACE, F-SHAPE CONCRETE BARRIERS (Faller, R. 2002) defining that reinforcement.
Existing Structures
Use this guide along with the risk of a specific structure as a method of determining the level of
protection required. Evaluate the capacity of the column and the connections to the foundation
and pier beam elements to determine the resistance. Factors which affect this resistance include,
but are not limited to:
The continuity of the superstructure and the ability for full or partial stress reversal and redistribution of force effects.
The continuity of the superstructure to the substructure and any frame action which might aid
in the distribution of force effects.
The condition of the bearing devices and ability to resist translations and rotations.
The degree of redundancy of the substructure.
The continuity of the substructure to the foundation system.
The amount of confinement reinforcement within the column and potential ultimate reserve
capacity beyond the design capacity. Refer to Section 3.5.1.6.3.
The cost compared to the risk.
Allowable Damage
The intent of this protection is so that upon impact the structure is prevented from collapsing. A
repair may require closing or partial closing of the structure or the roadway passing below. The
level of allowable damage and the extent which the structure is out of service must be measured
compared to the cost of the protection. In congested urban areas where loss of service may not be
acceptable, the level of protection should be increased.

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Matrix and Summary of Structure Protection

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Median Protection

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Bridge Rail (Barrier)

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Bridge Rail (Corral)

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MSE and Pier Protection

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Pier and Median Protection

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MSE Captured Coping Details

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MSE Barrier and Coping Details for Modular Block

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MSE Barrier and Coping Details for Panel Wall

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Appendix B EXAMPLE CALCULATIONS

The force on a column due to a thermal change in length of the superstructure is:
a)
One end free, one end fixed:

EI ( a T L -)
P = 3 -----------------------3
(144) h
b)
&
M = Ph
Both ends fixed:

12 EI ( a T L )
P = --------------------------------&
3
(144) h
where:
E=
I=
a=
T
L
h
P
=
=
=
=
M = Ph/2
Modulus of Elasticity of column, ksi

(For concrete bridge use E = 1,000 ksi)
Moment of Inertia of column, in.4
Coefficient of Thermal Expansion of superstructure
= 6.5 x 10-6/F (Steel)
= 6.0 x 10-6/F (Cast-in-Place & Prestressed Concrete)
Temperature change of superstructure, F
Expansion length of superstructure, Feet
Column height, Feet
Force per column, Kips
See the next page for a method of determining distribution of longitudinal

temperature forces to columns.
Distribution of Longitudinal Temperature Forces (Symmetrical Bridge)
If the superstructure is supported by elastomeric bearing pads, the thermal force on the columns
must take into account the deflection of the column and the deflection of the pad.
If the bridge is symmetrical, the point of zero thermal movement is known and the following
procedure may be used to compute forces.

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Elevation of Steel Girder Bridge

Thermal Coefficient:
Steel = 6.5 x 10-6
Design Temperature Range: Steel = 90F
(See Loads on Piers, (e) Temperature)
Total Deflection at Abut. #1 & Pier #1
T1 = (85 + 65) 90 F x 6.5 x 10-6 x 12 in/ft.
T2 = (85) 90 F x 6.5 x 10-6 x 12 in/ft.
= 1.05"
= 0.60"
Deflection at Piers:
Pier
a)
Pad + Col
Elastomeric Pad deflections are calculated as follows:

P(T) Pad = -------------------------------L(W)(G)(N)
Pad = Deflection (in.)
P
= Force (lbs.)
L
= Length Pad (in.)
W = Width Pad (in.)
T
= Total thickness of
Elastomer Layers (in.)
G
= Shear Modulus (psi.)
N
= Number of pads

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The Shear Modulus (G) varies with durometer, temperature and time. Use 60 durometer pads with
a G(max) = 300 psi. for temperature fall and G(min) = 150 psi for temperature rise. Run two sets
of calculations.
b)
Column deflections are calculated as follows:

3
P(h) Col = -----------------3(E)(I)

Col = Deflection (in.)
P
= Force (lbs.)
h
= Height (in.)
*I = Gross Inertia (in.4)
E
= Modulus of Elasticity (psi.)
* For skewed, free-standing piers, increase moment of inertia by the procedure shown
following these examples.
At Abut. #1 = Abut. #2
3
P1 ( 10x12 in/ft. ) -5
Col = ---------------------------------------------------------= 5.54x10 (P1)
6
4
3 ( 29x10 ) ( 5x71.7 in. )
T1
= Col
1.05" = 5.54x10-5 (P1)

P1
= 18,952 lbs./Abut.
At Pier #1 = Pier #3
P2 ( 2 )
-5
Pad = ----------------------------------------------------- = 0.51x10 (P2)
18 ( 12 ) ( 300 ) ( 6 pads )
3
P2 ( 30 12 in/ft. ) -5
Col = -------------------------------------------------------------= 1.75x10 (P2)
6
3 ( 3.6 10 ) ( 3 82, 448 )
Pad + Col = 2.26x10-5 (P2)
T2
= Pad + Col
0.60" = 2.26x10-5 (P2)
P2
= 26,549 lbs/Pier

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Distribution of Longitudinal Temperature Forces (Unsymmetrical Bridge)

If the bridge is unsymmetrical and/or with different column lengths, the point of zero thermal
movement is unknown and must be solved for:

Note: Use the same coefficients, temperature ranges and bearing pads as in previous example.
Total Deflection of Bents
T1 = (60 + 85 + X) 90 F x 12 in/ft. x 6.5 x 10-6
= 118+ 0.00702 (X) in.
T2 = (85 + X) 90 F x 12 in/ft. x 6.5 x 10-6
= 0.597+ 0.00702 (X) in.
T3 = (X) 90 F x 12 in/ft. x 6.5 x 10-6
+ 0.00702 (X) in.
T4 = (85 - X) 90 F x 12 in/ft. x 6.5 x 10-6
= 0.597
- 0.00702 (X) in.
T5 = (85 + 30 - X) 90 F x 12 in/ft. x 6.5 x 10-6
= 0.807- 0.00702 (X) in.
P1 + P2 + P3 = P4 + P5
@ Abut. #1:
3
3
P(H)
P1 ( 10 12 in/ft. )
Col = ------------------- = -------------------------------------------------------------3 ( E ) ( I ) 3 ( 29 10 6 ) ( 5 71.7 in 4 )
= 5.54 10
-5
(P1)
= T1

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@ Pier #1:
PT
P2 ( 2 )
-5
Pad = ------------------- = --------------------------------------- = 0.514 10 (P2)
LWGN 18 ( 12 ) ( 300 ) ( 6 )
3
P2 ( 25 12 )
- = 1.011x10 5
Col = -------------------------------------------------------------6
3 ( 3.6 10 ) ( 3 82, 448 )
T2
Pad + Col
T2 = 1.525 10
-5
(P2)
(P2)
@ Pier #2:
3
P3 ( 30 12 ) -5
Col = ----------------------------------------------= 1.747 10 (P3)
6
3.6 10 ( 247, 344 )
= T3
@ Pier #3:
P4 ( 2 )
-5
Pad = --------------------------------------- = 0.514 10 (P4)
18 ( 12 ) ( 300 ) ( 6 )
3
P4 ( 18 12 )
- = 0.377x10 5 (P4)
Col = ----------------------------------------------------6
( 3.6 10 ) ( 247, 344 )
T4
Pad + Col
T4 = 0.891 10
-5
(P4)
@ Abut. #2:
3
P5 ( 10 12 )
- = 5.540 10 -5 (P5)
Col = -------------------------------------------------6
( 29 10 ) ( 5 71.7 )
= T5
Solve for P:
@ Abut. #1:
@ Pier #1:
@Pier #2:

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T1
+ 0.00702 ( X )
= 1.018
-----------------------------------------------P1 = --------------------------5
-5
5.54 10
5.54 10
T2
0.597 + 0.00702 ( X )
P2 = ----------------------------= ------------------------------------------------5
-5
1.525 10
1.525 10
T3
+ 0.00702 ( X )
= -----------------------------------P3 = -----------------------------5
-5
1.747 10
1.747 10
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@Pier #3:
T4
0.597- 0.00702 ( X )
P4 = -----------------------------5- = -----------------------------------------------5
0.891 10
0.891 10
@Abut. #2:
T5
0.00702 ( X )P5 = -----------------------------5- = 0.807----------------------------------------------5
5.540 10
5.540 10
Since P1 + P2 + P3 = P4 + P5, the above equations can be solved for X:

-18,375.5
-39,147.5
0.0
+67,003.4
+14,566.8
+24,047.2
126.7 X
460.3 X
401.8 X
787.9 X
126.7 X
1,903.4 X
X = 12.6 ft.
Therefore,
P1 =
P2 =
P3 =
P4 =
P5 =
18,375.5 + 126.7(12.6) = 19,972 lbs.

39,147.5 + 460.3(12.6) = 44,947 lbs.
+ 401.8(12.6) = 5,063 lbs.
67,003.4 - 787.9(12.6) = 57,076 lbs.
14,566.8 - 126.7(12.6) = 12,970 lbs.
The controlling column temperature force is located at Pier #3 (P4). If it is determined this force is
too large, the designer could select one of the following options: (a) Increase the height of the pad
to make it more flexible. (b) Specify an isolation bearing design to redistribute the forces. (c)
Equip the elastomeric pad with a teflon sliding surface.
Moment of Inertia Adjustment for Free-Standing Skewed Piers
A skewed, free-standing column bent pier will inherently be stiffer in the longitudinal direction
then a non-skewed pier. This increase in stiffness due to the skew will produce larger moments in

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the columns. To compute the resultant Moment of Inertia for the Pier (Ir), the following procedure
may be used:
Resultant I r = I yy cos2 + I zz sin 2 (Standard equation for oblique

force thru center of gravity)
For two, three, four and five column piers of equal height and size of column;
Izz = (4) Iyy (see derivation below)
Iyy = Io (N)
N = Number of columns
Io = Moment of Inertia of one column
Skew
Iyy
Izz
Ir
0
10
20
30
40
50
1
1
1
1
1
1
4
4
4
4
4
4
10
19
1.35
1.75
2.24
2.76
90
4.00
Adjustment of moments of inertia should be used for skews greater than 20 degrees.

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Derivation:
Stiffness is inversely proportional to deflection, therefore;
I zz =
k
k
and I yy =
y
z
z
z
I zz
=
or I zz = ( I yy )
y
y
I yy
z = Deflection in Z direction =
P 13
3 EI o (N)
P 13
y = Deflection in Y direction =
12 EI o (N)
I ZZ
z
P 13 / 3 EI o (N)
= ( I yy )
= I yy
y
P 13 / 12 EI o (N)
I zz = I yy (4)
Reference:Missouri Highway and Transportation Department Bridge Manual.

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Appendix C Sheet Pile Retaining Wall Example MathCadd

Boussinesq Equation (Modifed) For Point Load
H 10
Heigth of the Wall..........
Z 0 H
Depth Below th Wall..........
X1 3
Distance(s) from Wall Face................

Point Load .......................
X2 9
Qp 16000
Dimensionless Parameters......
n ( Z)
1.77 m1 n ( Z)
F1( Z)
Modified Boussinesq Equation
X1
m1
m 2 n ( Z) 2
1
Increase in Pressure as a function of Depth... p1( Z)
X2
m2
1.77 m2 n ( Z)
F2( Z)
m 2 n ( Z) 2
2
Qp
2 F1( Z)
H
Qp
2 F2( Z)
H
p2( Z)
The increase in pressure as a function of Depth for two point loads

0
2
p1( Z)
-1
254.88
-1
4.16
2
-2 464.051
4
-2 14.941
-3 393.333
-3
-4 260.997
-4 40.215
-5 162.121
6
64.01
-8
41.932
-9
28.32
-10
19.681
-7 51.162
-8 48.156
6
-9 43.704
-10 38.685
8
10
8
10
0 100 200 300 400 500

p1( Z)
20
0.78
m1 0.4 1.5
H
Q
p
0.59 m1 0.4 0.55 H
40
Ph1
1.488 u 10
Ph2
R1
6.45
R2
0.78
m2 0.4 1.5
H
Q
p
0.59 m2 0.4 0.55 H
Is the Live Load Supported by the Sheet Pile (1=yes & 0=no) .........................................
Ph1
60
p2( Z)
Resultant of the Pressure Diagram
R1
48.15
-6 51.561
-7
28.32
-5
4
-6 100.693
Ph1
p2( Z)
Ph1 if LL ! 0
Ph2
Ph2
48
R2
3.15
LL 1
Ph2 if LL ! 0
0 otherwise
0 otherwise
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD

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Solution taken from Braja M. Das," Principles of Foundation Engineering" pp. 334-340
Soil Parameters
Internal Friction angle.....................
32
Soil Unit Weight (dry).....................
110
Unit Weight of Water.....................
w 62.4
Soil Unit Weight (sat.)...................
sat 125
Effective Unit Weight..................... ' sat w

Wall Parameters
Water table to top of Wall..............
L1 10
Dredge Line to water Table.............
L2 0
L L1 L2
Step 1
Ka tandeg 45
Kp tandeg 45
10
2
Slope:
m ' ( Kp Ka)
Step 2
p 1 L1 Ka
p2
L1 ' L2 Ka
Step 3
L3
p2
' ( Kp Ka)
L3
1.832
Step 4
P
1 p L p L 1 p p L 1 p L P P
1 1 1 2
2
1
2
2 3
h1
h2
2
2
2
Step 5
z'
3.535 u 10
Summing Moment about E
L2 1
L2 1
L1

L1
p1 L2 L3 p 2 p 1 L2 L3 p2 L3 L3
2 2
3 2
P
3
P R L 3 P R L
h1 1 3 h2 2 3
1
p 1 L3 L2


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Step 6
L1 ' L2 Kp ' L3 ( Kp Ka)
p5
3.918 u 10
p5
Step 7
A'1
p5
' ( Kp Ka)
A'1
8 P
A'2
21.236
A'3
' ( Kp Ka)
A'2
6 P 2 z' ' ( Kp Ka) p 5

2
' ( Kp Ka)
153.298
A'3
A'4
P 6 z' p 5 4 P
2
' ( Kp Ka)
3.495 u 10
A'4
1.266 u 10
Step 8
L4 15
Guess:
Given
4
L4 A'1 L4 A'2 L4 A'3 L4 A'4 = 0

L4 Find L4
L4
13.664
Step 9
p 4 p 5 ' L4 ( Kp Ka)
6.439 u 10
p4
Step 10
p 3 ' ( Kp Ka) L4
2.521 u 10
p3
Step 11
L5
p 3 L 4 2 P
L5
p3 p4
3.055
The Theoretical Depth of Penetraion is
Dt L3 L4
Dt
15.496
The Actual Depth is 1.3 x Theoretical Depth

Da Dt 1.3
Da
20.145
Sizing the Sheet Piling
Z'
2 P
' ( Kp Ka)
Z'
6.191
Max. Moment
M max P ( z' Z')
1 ' Z'2 ( Kp Ka) Z'

2
3
M max
3.079 u 10 ft*lb/ln ft of wall
Required Section Modulus

Allowable Stress in the Pile............................
all 15000 psi

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S
M max 12
all
Design Manual
in3 /ln ft of wall
24.632
L
0
L2
p1
p2
0
0
L3
f
p 2 Dt L5 m Dt L5
p4
Dt
0
Dt
<========
n 1 7
x
1000
y f
10
Depth,(ft)
2
yn
10
20

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xn
Pressure,
Pressure
Bracing Calculations
The following solutions are based on the the following assumptions:
(1) The active earth load is supported by the sheet.
(2) The live load is supported by the H-pile Bracing.
(3) The uniform distributed load = tributary area.
(4) Walers are simply supported at the ends
(5) Length to fixity is 7'-0" below dredge line.
Bracing Parameters
Distance from top of wall to 1st whaler........
d1 5
Distance from 1st to 2nd whaler.................
d2 5
Distance from 2nd to 3rd whaler.................
d3 2
Distance between vetical supports............
Lhp 10
Section of Whalers....................
Sw 43
Section of Vertical ....................
Sv 66.8
10
Area behide the Live Load Pressure

Diagram
t1
d1
d2
2
if d2 ! 0
d2
t2
d3
2
if d3 ! 0
( L t1) otherwise
L otherwise
t3
d3
2
L ( d1 d2 d3) if d3 ! 0
0 otherwise
Uniform distrubuted loads to Whaler
w1
t1
w2
p1( Z) dZ
t1
t1 t2
w3
p2( Z) dZ
t1
p1( Z) dZ
t1 t2
t1 t2 t3
w1
1.938 u 10
w2
246.153
w3
52.829
t1
p2( Z) dZ
t1 t2
p1( Z) dZ
t1 t2
p2( Z) dZ
t1 t2 t3

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Design Manual
w2 if d2 ! 0
w3
w3 if d2 ! 0
0 otherwise
0 otherwise
Stresses on Whalers due to Live Load
w1 Lhp
M w1
M w2
8
M w1 12
w1
w2
Sw 1000
w1
w2 Lhp
M w3
8
M w2 12
w3
Sw 1000
w2
6.759 ksi
w3 Lhp
8
M w3 12
Sw 1000
w3
0.859 ksi
0.184
ksi
Stresses on Vertical due to Live Load
Mv
w1 Lhp
2
[ ( L 7 ) d1]
w2 Lhp
2
v
[ ( L 7 ) d1 d2]
M v 12
Sv 1000
22.194
w3 Lhp
2
[ ( L 7 ) d1 d2 d3]
ksi

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Appendix D Noise Abatement Policy
Policy Statement on Highway
Noise Abatement
Effective
August 28, 1996
PREFACE
Traffic noise impacts vary with highway location relative to human activities and traffic
characteristics. The Kansas Department of Transportation (KDOT) evaluates traffic noise in
accordance with federal regulations and, as impacts become more severe, noise mitigation
measures are investigated. In order to address these issues in a consistent and objective manner,
the following policy and procedure statements are provided.
Authority
The Federal Highway Administration's Procedures for Abatement of Highway Traffic
Noise and Construction Noise is found in 23 CFR 772. The KDOT noise policy is based
upon this FHWA regulation, and is deemed to be consistent with it.
1)
Traffic Noise Reduction Responsibility

Traffic noise impacts develop in different ways. When new roadways are constructed
through established neighborhoods, impacts are recognized immediately after the new
facility is opened to traffic. However, when new construction takes place in rural or
undeveloped areas, impacts develop as residents and businesses are constructed along the
new roadway.
In view of these circumstances, KDOT endorses a "systems" approach to traffic noise
reduction that is sanctioned by the Federal Highway Administration (FHWA) and the
American Association of State Highway and Transportation Officials (AASHTO). The
systems approach is a program of shared responsibility whereby the control of undesirable
effects of traffic generated noise requires a three-part approach as follows: (1) Reduction
of noise at its source, ie. the motor vehicle; (2) proper land uses and developments with
appropriate building standards adjacent to high traffic volume roadways; and (3)
diminishing traffic noise that reaches noise-sensitive areas by incorporating noise reduction
measures into highway design. The first component relies on private industry; the second,
on local governments; and the third, on Federal and state agencies responsible for highway
location and design. To use only one method to address traffic noise might be prohibitive
Policy Statement on Highway Noise Abatement

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in cost, but through a joint effort of those involved, an appropriate balance of cost and
responsibility can be achieved. Policy and procedure stated in this document reflects this
systems approach to traffic noise reduction.
2)
Noise Prediction
All predictions of noise levels on KDOT highway projects will be made using a noise
prediction model approved by the FHWA. In predicting noise levels and assessing noise
impacts, the posted speed limit at the time of the existing traffic noise study will be used.
3)
Noise Levels
a.
Descriptor
Noise studies for KDOT projects will use Leq, the equivalent sound level.
b.
Existing Levels
Leq values existing in a project corridor before construction will normally be
determined through field measurements. However, in certain cases, these values
can be obtained through execution of the Model.
c.
Future Levels: Without Barrier

Post-construction Leq values that approach or exceed the FHWA Noise Abatement
Criteria (NAC) found in 23 CFR 772 are deemed to be sufficiently high to warrant
abatement analysis. Noise abatement measures including traffic management
measures, alignment shifts, buffer zones and noise barriers will be evaluated. The
following table defines approach for each of the Land Use Categories.
Land Use
Category
Noise Abatement
Criteria LeqdV)
Approach
defined as
57 dBA
56 dBA
67 dBA
66 dBA
C
72 dBA
71 dBA
In addition, impacts are deemed to occur when future predicted no barrier levels

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substantially exceed existing levels. KDOT has an agreement with FHWA that
defines impacts. These definitions are:
0-5 dBA increase
6-10 dBA increase
11-15 dBA increase
> 15 dBA increase
- No impact
- Minor impact
- Moderate impact
- Severe impact
Abatement analysis, as outlined in 23 CFR 772, will be conducted when impacts

are classified as moderate or severe.
4)
Barriers
a.
Barrier Projects
KDOT will only construct noise barriers as part of highway construction or reconstruction projects. KDOT will not participate in the Type II program of
retrofitting existing highways with noise barriers until Federal standards are
established exclusively for Type II and other enhancement projects (See 23 CFR
772.5(i) and 772.7 (b)).
b.
Insertion Loss
Insertion loss is the difference in Leq with and without the barrier (barrier minus
no barrier level). The insertion loss goal for each impacted sensitive receptor is
5 dBA or more.
c.
Location
In at-grade or fill situations, barriers should be built as close to the highway as
possible. If necessary, barriers can be located on top of jersey-type barriers, and
placed at the edge of shoulder, ( approximately 10-12 feet from traffic). If jerseytype barriers or methods of crash protection are not used, noise barriers should be
outside the 30 foot clear zone.
When barriers are constructed at or near the shoulder line, consideration must be
given to safety, drainage, and ice and snow removal.
In cut situations, barriers should be placed as close to the right-of-way line as
possible. This will maximize noise reduction effects of the barrier. In all cases
barriers should be constructed on KDOT right-of-way.
Policy Siuiemem on Highway Noise Abatement

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d.
Height
For aesthetic and cost reasons, barriers should be tall enough to provide adequate
noise reduction, and no taller. For KDOT projects, the maximum height of any
barrier above the ground line will be 16 feet. Barriers taller than 16 feet would
probably result in negative visual impacts on the surrounding properties.
Also for aesthetic reasons, barrier height should be limited as follows: The
distance from the barrier to any inhabited buildings should be at least four times
the barrier height. For example, if the distance from the barrier to a row of
protected houses is 44 feet, the maximum height of the barrier should be 11 feet.
e.
Length
Barriers shall be designed with the shortest length possible. Typically, barriers
will need to extend beyond the last receiver by a distance four times the distance
from the receiver to the barrier.
f.
End Treatment
Abrupt endings of barriers should be avoided. Barrier heights should be tapered
to the ground and vegetation may be used to soften the end appearance.
g.
Access
Working space behind the barrier with provisions for access should be provided,
or maintenance agreements with other public bodies or private individuals should
be made.
h.
Materials
The principal issues involved in material selection are aesthetics, community
desires, constructability, and maintenance. Normally, concrete and masonry based
materials are the most suitable in addressing these issues. Wood barriers are a less
expensive alternative, but must be carefully designed and monitored in terms of
treatment and water content in order to minimize maintenance problems. Metal
barriers are easily damaged, and are often not received positively regarding
aesthetics. Vegetative screens do not produce meaningful noise reduction, due to
a lack of material density.

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i.
Cost
Because a small number of people benefit from a relative large expenditure of
funds, barriers, if constructed, must be determined to be reasonable, feasible, and
cost effective. For KDOT projects cost effectiveness is defined as barrier cost per
receiver at or below the national average guideline for barrier cost effectiveness.
This guideline was determined to be $25,000 in 1995 dollars, based upon studies
performed for KDOT.
When determining cost effectiveness of a potential barrier, each sensitive receptor
receiving 5 or more dBA insertion loss is counted as one receiver, and each
receiving 3-4 dBA insertion loss is counted as one half receiver.
The cost data in Table 1 should be used when computing the barrier cost per
receiver. These data have been incorporated into the NOISE software library. It
is the intent of KDOT to update the values in Table 1, as well as the $25,000
barrier cost per receiver national criterion, as needed.
It should be noted that the data in Table I are to be used in conjunction with the
guideline for cost effectiveness. THEY ARE FOR COMPARISON PURPOSES
ONLY. Actual barrier costs will vary.
It should also be noted that the comparison of proposed barrier costs using the
guideline is to assist KDOT in making decisions about barrier feasibility. Any final
decision on barrier construction will be based on a variety of factors.
Barrier Height
Range in feet
01-05
05-10
10-15
15-20
20-25
Cost per linear foot

in 1995 dollars
Berm
Concrete
Wood
Metal
48.66
79.11
1-17.18
155.28
193.34
105.79
193.33
302.74
412.13
521.55
18.77
94.21
220.91
347.61
474.30
28.09
136.79
272.66
408.53
544.39
TABLE 1 - OPTIMA Cost Data for Kansas in 1995 Dollars

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j.
Maintenance
The goal for all barriers constructed by KDOT is minimum maintenance cost.
Each barrier design should be performed with this goal in mind.
k.
Aesthetics
Successful barrier projects not only adequately reduce noise levels, but also receive
positive response regarding appearance (aesthetics). In order to assure this positive
response, care should be taken in selecting a color scheme and surface texture, and
use of landscaping should be considered in design.
1.
Documented Community Support

No barrier will be constructed by KDOT unless there is: a) formal endorsement by
appropriate local officials, and; b) documented support of at least 80 percent of the
residents of all first and second row sensitive receptors.
m.
Isolated Receivers
Barriers will not be constructed for individual residences or other isolated
receivers.
5)
Decision to Build or Not Build a Barrier

The decision on whether to build or not build a barrier is always a KDOT decision.
Factors that influence that decision include:
1.
2.
3.
4.
5.
6.
7.
Documented impacts (Section 3.c.)

Insertion loss of 5 dBA reasonably attainable (Section 4.b.)
Documented official community support (Section 4.1.)
Documented support of affected residents (Section 4.1.)
Cost effectiveness of barrier attainable (Section 4.i.)
Assurance of positive aesthetic impacts (Sections 4.f., k.)
Minimized impacts on maintenance operations (Section 4.j.)
In addition to these 7 factors, the following must also be considered:

1.
Other Noise Sources - If significant non-highway noise sources

exist in the project area, such as major rail lines or airports, noise
barrier effectiveness will likely be compromised. Barriers will not be
built when such a compromise is evident.

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2.
Chronology of Development - It is KDOT policy to fully inform

local officials about noise levels resulting from its projects. In spite
of this policy, there is too often still noise sensitive development
that occurs in the proximity of these projects. KDOT does not want
noise sensitive development to occur immediately adjacent to high
volume, high noise level highways. KDOT will not participate in
the evaluation or construction of traffic noise barriers for a project,
where development was not planned, designed, and programmed
prior to the Point of Public Knowledge. The Point of Public
Knowledge shall be defined as the date an approved Categorical
Exclusion is issued, or the date of an approved Record of Decision
or Finding of No Significant Impact.
3.
Local Participation - If a local jurisdiction wishes a noise barrier

that is deemed not reasonable by KDOT, the barrier may be
installed, provided the locality participates in the cost, including
but not limited to preliminary engineering, construction, safety, and
maintenance, and that KDOT's material, design, and construction
specifications are used.
Any barrier that is marginally cost effective may still be constructed
provided the locality is willing to share in the funding through an
appropriate partnership with KDOT.
6)
Sensitive Receptors
Although all activities that have a NAC are reviewed, single family residences have
the highest priority for limited highway construction funds.
Approved:
E. Dean Carlson,-Secretary

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Appendix E Landscape Retaining Wall Policy Revision 1

MEMO TO:
Rick E. Kreider, P.E., Chief

Bureau of Materials and Research
FROM:
James J. Brennan, P.E.

Assistant Geotechnical Engineer
DATE:
December 30, 2008

Original Policy Dated February 24, 2004
SUBJECT:
Landscape Retaining Wall Policy Revision 1
The Approved Proprietary Retaining Wall System list developed by our Agency
has performed well for many years. However; the premise of all our design standards
requires us to design to AASHTO minimum specifications. The conservative nature of
the AASHTO criteria has actually hindered development of the MBW (Modular Block
Wall) usage in low impact settings. An example would be to build a two foot exposed
height retaining wall (3 blocks) while embedding the system 3 feet (4 blocks) and using
reinforcement 8 feet in length. Although these design standards are widely considered
too conservative, no significant effort has been made yet to address these deficiencies in
AASHTO.
Until these discrepancies are addressed by AASHTO, we recommend a policy
(henceforth known as the Landscape Retaining Walls Policy or LRW Policy), whereby
the less restrictive National Concrete Masonry Association Design Standards for
Segmental Retaining Walls can be utilized for MBW systems on urban and secondary
routes providing the following criteria are met:
The total height of the retaining wall must be less than 6 feet.
The live load surcharge cannot exceed 100 psf.
The system cannot be defined as a critical structure whose failure would cause
loss of life, serious loss of function or access to adjacent necessary services/structures, or
result in significant property damage.
Multiple tiered walls will not be considered landscaping walls even if the
individual height of the component retaining walls is less than 6 feet.
This policy will allow the use of a granular leveling pad. (rev. 12.30.08)
Please contact us at (785)296-3008 after your review and revisions of the
proposed policy so that we can proceed with its further development.
AJG:JJB:jjb
Ken Hurst, P.E., State Bridge Operations Engineer
C:
Loren Risch, P.E., State Bridge Design Engineer
Ron Seitz, P.E., Chief, Bureau of Local Projects
Mike Popp, P.E., Operations Engineer
Corky Armstrong, P.E., Roadway Design Engineering Manager
Joshua Welge, P.E., Soils Engineer
Luke Metheny, Engineering Associate III
Blair Heptig, Foundations Specialist

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12 BURIED STRUCTURES
Table of Contents
12.1 Geometry ................................................................................................................1
12.1.1 Definitions ..................................................................................................................1
12.1.2 Length .........................................................................................................................3
12.1.3 Skew or Rotation Angle .............................................................................................3
12.1.4 Wingwalls ...................................................................................................................4
12.2 Material ................................................................................................................19

12.2.1 Concrete ...................................................................................................................19
12.2.2 Reinforcing ...............................................................................................................19
12.2.3 Material Density .......................................................................................................19
12.3 Loads ....................................................................................................................20

12.3.1 Vehicle Load (LL) ....................................................................................................20
12.3.2 Dynamic Load Allowance (IM) ...............................................................................20
12.3.3 Distribution ...............................................................................................................21
12.3.4 Live Load Surcharge (LS) ........................................................................................21
12.3.5 Future Wearing Surface (DW) .................................................................................21
12.3.6 Earth and Water Pressure (EV)(EH)(WA) ...............................................................21
12.3.7 Earth Surcharge (ES) ................................................................................................23
12.3.7 Fill Height (Hf) .........................................................................................................24
12.3.8 Summary of Low Fill Culvert Protection .................................................................28
12.4 Load Factors and Modifiers .................................................................................29

12.4.1 Load Factors .............................................................................................................29
12.4.2 Load Modifiers .........................................................................................................29
12.5 Soils Information ..................................................................................................29

12.5.1 Introduction ..............................................................................................................29
12.5.2 Soils Data .................................................................................................................30
12.5.3 Bearing Capacity ......................................................................................................30
12.5.4 Backfill .....................................................................................................................30
12.5.5 Camber .....................................................................................................................31
12.6 Analysis and Design .............................................................................................33

12.6.1 Analysis ....................................................................................................................33
12.6.2 Design Summary ......................................................................................................34
12.6.3 Detailing ...................................................................................................................37
12.6.4 Practical Considerations for Structure Type ............................................................38
12.7 Wingwall Structural Considerations ....................................................................39

12.7.1 Assumptions .............................................................................................................39
12.7.2 Earth Pressure ...........................................................................................................40
12.8 Precast Members ..................................................................................................44

12.8.1 Box Culverts .............................................................................................................44
12.8.2 Precast Arch Culverts ...............................................................................................47
12.9 Miscellaneous .......................................................................................................52

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12.9.1 Guardrail ...................................................................................................................52

12.9.1.1 Sidewalks, Fence, Slab Rest ..................................................................................52
12.9.2 Vehicle Grate ............................................................................................................52
12.9.3 Entrance Bevel .........................................................................................................52
12.9.4 Hubguard ..................................................................................................................53
12.9.5 Strike Line ................................................................................................................53
12.9.6 Weep Holes ..............................................................................................................53
12.9.7 Seal Course ...............................................................................................................53
12.9.8 Scour Apron .............................................................................................................54
12.9.9 Soil Saver .................................................................................................................54
List of Figures
Figure 12.1.1-1 Single/Multiple Cell RCB .....................................................................................5
Figure 12.1.1-2 RCB Plan Views ...................................................................................................6
Figure 12.1.1-3 Box Size Definitions .............................................................................................7
Figure 12.1.1-4 Bridge Box, 10 to 20 Structure (500 Series), or Road Culvert .........................8
Figure 12.1.2-1 RCB Plan View and Section .................................................................................9
Figure 12.1.3-1 Normal, Skewed and Rotated Crossing ..............................................................10
Figure 12.1.4-1 Wingwall Flare Angle .........................................................................................11
Figure 12.1.4-2 Embankment at Wingwalls .................................................................................12
Figure 12.1.4-3 Wingwall Dimensions for 0 Degree Skew RCBs ..............................................13
Figure 12.1.4-4 Wingwall Dimensions for 30 Degree Skewed RCBs ........................................14
Figure 12.1.4-5 Wingwall Dimensions for 45 Degree Skewed RCBs ........................................15
Figure 12.1.4-6 Straight Wingwall Details ...................................................................................16
Figure 12.1.4-7 Wingwall Dimensions for Straight Wings ..........................................................17
Figure 12.1.4-8 Straight Wingwall Plan Details ...........................................................................18
Figure 12.3.1-1 Live Load Distribution .......................................................................................20
Figure 12.3.6-1 Summary of Loading Conditions ........................................................................22
Figure 12.3.6-2 Buoyancy Effects on Backfill Materials .............................................................23
Figure 12.3.7-1 Design Fill Height Category ..............................................................................24
Figure 12.3.7-3 Unequal Fill Height ............................................................................................27
Figure 12.5.5-1 Settlement of Culvert ..........................................................................................32
Figure 12.6.1-1 Model of Culvert .................................................................................................33
Figure 12.6.2-1 Strength Design ...................................................................................................35
Figure 12.7.2-1 Design Assumptions - Vertical Cantilever ..........................................................42
Figure 12.7.2-2 Typical Backfill and Toe Dimensions ................................................................43
Figure 12.8.1-1 Precast Box Culvert Details ................................................................................46
Figure 12.8.2-1 Precast Arch Details ............................................................................................50
Figure 12.8.2-2 Closure Pour .......................................................................................................51
Figure 12.9.1-1 Minimum Box Length With Guardrail ...............................................................55
Figure 12.9.6-1 RCB Auxiliary Details (Std BR020b) .................................................................56
Figure 12.9-3 Typical Culvert Extensions (Std RD080) ..............................................................57
Figure 12.9-4 Bridge Excavation (Std BR100) ............................................................................58
Figure 12.9-5 Alignment & Details for Guardrail Protection on Low Fill Culverts (Std RD617c) .
59

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List of Tables
Table 12.4.1-1 LRFD Load Factors. .............................................................................................29
Appendixs
Appendix A Kansas Automated RCB System .............................................................................60
Appendix B Wingwall Moment & Reaction Coefficients ............................................................73
Appendix C LRFD RCB Mathcadd Loads ...................................................................................76
Appendix D Doubly Reinforced and Shear Capactiy of Concrete ...............................................87
Appendix E Miscellaneous Example Details ................................................................................90

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12 BURIED STURCTURES
The following criteria are intended as guidelines in the structural design and detail of cast-inplace (CIP) reinforced concrete box culverts. The criteria are applicable to culverts for which
KDOT has direct design responsibility and for which KDOT has a responsibility for plan review.
It is not intended that these guidelines answer all questions of design or details of design. Additional information will be added to this document, as needed, for clarification. It is expected that
the applicability of these guidelines to actual field conditions or to designs outside the limits considered in this report will be verified by an Engineer. The hydraulic design and selection of culvert
size are discussed in other documents.
This section also contains information on precast box culverts and precast arch strucures.
Reference to the KDOT Design Engineer considered to be appropriately either the State Road
Engineer or the State Bridge Engineer.
Unless otherwise noted, AASHTO references are to the 2007 American Association of State
Highway and Transportation Officials LRFD Specifications for Highway Bridges, including the
2009 interims.
12.1 Geometry
12.1.1 Definitions
For purposes of this report, a reinforced concrete box culvert is considered to consist of two components: a rectangular conduit (box, barrel, etc.) to convey water and a retaining structure (headwalls, wingwalls, etc.) to prevent erosion of the embankment fill. The wingwalls provide a
hydraulic transition at the entrance and exit of the conduit.
The standard designation for the size of a box culvert shall be the span followed by the rise (see
Figure 12.1.1-1 Single/Multiple Cell RCB). For example, a 10 x 8 designation is a box culvert
with a span of 10 ft. and a rise (height) of 8 ft. The designation for a multiple cell box culvert shall
be the number of cells followed by the cell size. For example, a 3-10 x 8 is a triple cell box culvert
with each cell measuring 10 ft. span by 8 ft. rise. For Standard Box Culverts, all cells of a multiple
cell box culvert shall be the same size. The span by rise designation shall be measured as the clear
distance from the inside faces of walls, and the clear inside distance from top to bottom slabs. For
normal practice, the rise dimension is considered vertical and the end face of the RCB is assumed
to be constructed vertical. The span by rise designation is an indication of the hydraulic flow area.
The structural-design span length for slab and wall members shall be determined by the applicable AASHTO specifications.

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For purposes of classification, a box culvert can be classified as a Bridge Box, a 10 ft. to 20 ft.
Structure (Formerly known as 500 Series), or a Road Culvert. (See Figure 12.1.1-2 RCB Plan
Views, Figure 12.1.1-3 Box Size Definitions, and Figure 12.1.1-4 Bridge Box, 10 to 20 Structure (500 Series), or Road Culvert
Bridge Box: A bridge box is defined as a structure having a length greater than 20 ft. measured
along the centerline of the roadway from the inside faces of both exterior walls (including
all span widths and the thickness of all interior walls). The total length along the centerline
of project shall consider the effects of the skew or rotation. For example, a 20 x 10 box culvert constructed normal to centerline of project is not a bridge. A 20 x 10 box culvert constructed skewed or rotated to centerline of project would be classified as a bridge. A 2-10
x 8 box culvert would be classified as a bridge, i.e. two (2) 10 ft. clear spans plus an interior wall exceeds 20 ft.
10 ft. to 20 ft. Structures, (Formerly known as 500 Series Boxes): Box culverts with a total
width of 10 ft. or greater (measured perpendicular to the centerline of box) to less than or
equal to 20 ft. (measured along the centerline of the roadway) are considered 10 ft. to 20
ft. Structures. Measurements are taken from the inside faces of both exterior walls and
include all span widths and the thicknesses of all interior walls.)
Road Culvert: A Road Culvert is defined as a structure having a length of less than 10 ft. from the
inside faces of both exterior walls measured perpendicular to the centerline of the box.
RCB vs. RFB: Box culverts are further defined as RCBs (Pinned) and RFBs (Fixed).
A Pinned box is designed with the walls and slabs assumed to be simple spans
(independent of one another). Normally there is only one layer of steel in the walls of
pinned boxes (unless the cell height is greater than 10 ft.). In addition, pinned boxes do not
have fillets in the corners of the box.
Fixed (also referred to as Rigid Frame) boxes are designed with the slabs and walls
assumed to be continuous (connected to one another). Therefore, in Rigid Frame Boxes
(RFBs), there will always be an L-shaped reinforcing bar in the corners of the box near
the outside face. This corner reinforcing bar distributes some of the load from the slab to
the wall and vice-versa. Rigid Frame culverts always have two layers of steel in the wall.
All KDOT Rigid Frame Boxes have fillets in the corners of the box. This fillet helps
provide rigidity to the frame.
On the Plan/Profile Sheets and Title Sheet, in the note that specifies location, size and type
of box culverts; label pinned boxes as RCBs, and label fixed boxes as RFBs.
The State Road Office is responsible for the design and detail generation of Road Culverts and
10 ft. to 20 ft. Structures. The State Bridge Office is responsible for Bridge Boxes. The 10 ft.
to 20 ft. structures have a unique serial number for their respective county. This requires coordination with the Bridge Special Assignments Section in acquiring a serial number.

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12.1.2 Length
The length of an RCB is considered to be the horizontal length measured along the centerline of
the culvert from exterior face to exterior face and shall be rounded up to the nearest inch. The
Roadway length (right or left) is the horizontal distance from the centerline of roadway (or project) to the roadway side of the hubguard and is measured normal (90) to the centerline of roadway (or project). The Roadway Length is a parameter used in determining guardrail
requirements, encroachments in the safety recovery zone, and other features of Geometric Roadway Design. As an example, a 10 x 8 x 272-3 RCB has a horizontal length (to the nearest inch)
of 272-3, but may have combinations of Roadway Left and Roadway Right depending on
the grade of the box and the angle of skew or rotation. Roadway lengths are rounded to the nearest
0.01 ft. (see Figure 12.1.2-1 RCB Plan View and Section). For normal practice, it is sufficient to
station the location to the nearest ft.
12.1.3 Skew or Rotation Angle

A skewed RCB is defined as an RCB that intersects the centerline of project at an angle other than
90 and has an entrance and exit face that is parallel to the centerline of project.
A rotated RCB is defined as an RCB that intersects the centerline of project at an angle other than
90 and has an entrance and exit face that is normal to the centerline of the RCB. For rotated
structures the roadway length reference location is the inside of the hubguard closest to the road.
This location is also used to determine the minimum structure dimension when providing a structure which is outside of the clear zone and thus may not need guardrail.
The skew angle or rotation angle is the acute angle measured from a line normal to the centerline
of project. A skew angle (or rotation angle) is considered a right skew (or rotation) when the
acute angle of intersection from a line normal to the centerline of project and the centerline of the
RCB is measured clockwise. Conversely, a left skew angle is measured counterclockwise (see
Figure 12.1.3-1 Normal, Skewed and Rotated Crossing).
Ordinary design practice allows normal (90 crossing) box culverts to be rotated to angles up to
15 degrees. Standard skewed boxes of 30 skew and 45 skew angles may be used at skewed
waterway crossings with local channel realignment to improve the approach and exit direction of
the stream.

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12.1.4 Wingwalls
Wingwalls are referred to as flared when the axis of the wingwall forms an acute angle with the
centerline axis of the box. Straight wingwalls are an extension or continuation of the box walls.
(See Figure 12.1.4-8 Straight Wingwall Plan Details) Wingwalls constructed at 90 to the barrel
or constructed parallel to centerline of roadway are not considered hydraulically efficient and are
not recommended for use on KDOT Standard RCBs. Flared wingwalls will be used on the Standards at the entrance ends of culverts for hydraulic reasons. However, straight wings may be
specified at the entrance end when the hydraulics and additional costs are adequately considered.
Straight wings, compared to flared wings, for a rise of 8.0 ft. or less may be economically specified for single cell boxes. For multiple cell boxes, the cost for straight wings, including the floor,
may exceed the cost for flared wings; however, at sites where erosion aprons are specified,
straight wings may be appropriate. Otherwise, flared wings will be used at the exit end.
The flare angle for normal or rotated culverts will be 45 degrees. For Standard 30 and 45
skewed boxes, the flare angle will be as shown on Figure 12.1.4-1 Wingwall Flare Angle.
The reference point for wingwall geometry is considered the intersection of the back face of the
wingwall and the exterior face of the box. The length of the wingwall is measured from the free
end to the reference point along the back face of the wall. (see Figure 12.1.4-2 Embankment at
Wingwalls)
Length of flared walls will be based on a local embankment slope behind the wing of 3.5:1 and a
2:1 slope in front of the wing. (see Figure 12.1.4-2 Embankment at Wingwalls) The computed
length of the wall will be rounded up to the next 6 inches. The elevation at the end of flared walls
shall be computed from the flow line with a 2:1 slope and the height at the end of the wing shall
be rounded up to the nearest inch. Flared wingwalls are available for standard box heights from 3
ft. to 20 ft. (See Figure 12.1.4-3 Wingwall Dimensions for 0 Degree Skew RCBs, Figure 12.1.44 Wingwall Dimensions for 30 Degree Skewed RCBs, and Figure 12.1.4-5 Wingwall Dimensions for 45 Degree Skewed RCBs for flared wingwall dimensions)
Length of straight walls will be based on a local embankment slope beyond the hubguard of 3:1.
(see Figure 12.1.4-6 Straight Wingwall Details) The computed length of the wall will be rounded
up to the next 6 inches. The elevation at the end of the straight walls shall be computed at the end
of the wall as h/4 above the flow line (2.5 ft. maximum) and rounded up to the nearest inch. (see
Figure 12.1-8) Straight wingwalls are available for standard box heights from 2 ft. to 10 ft. (See
Figure 12.1.4-7 Wingwall Dimensions for Straight Wings for straight wingwall dimensions)

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Figure 12.1.1-1 Single/Multiple Cell RCB

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Figure 12.1.1-2 RCB Plan Views

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Figure 12.1.1-3 Box Size Definitions

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Figure 12.1.1-4 Bridge Box, 10 to 20 Structure (500 Series), or Road Culvert

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Figure 12.1.2-1 RCB Plan View and Section

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Figure 12.1.3-1 Normal, Skewed and Rotated Crossing

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Figure 12.1.4-1 Wingwall Flare Angle

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Figure 12.1.4-2 Embankment at Wingwalls

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Figure 12.1.4-3 Wingwall Dimensions for 0 Degree Skew RCBs

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Figure 12.1.4-4 Wingwall Dimensions for 30 Degree Skewed RCBs

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Figure 12.1.4-5 Wingwall Dimensions for 45 Degree Skewed RCBs

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Figure 12.1.4-6 Straight Wingwall Details

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Figure 12.1.4-7 Wingwall Dimensions for Straight Wings

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Figure 12.1.4-8 Straight Wingwall Plan Details

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12.2 Material
12.2.1 Concrete
Grade 4.0(AE)
Grade 4.0
fc = 4,000 psi
fc = 4,000 psi
Grade 4.0 concrete shall be used for design and construction of Reinforced Concrete Boxes
except that Grade 4.0 (AE) concrete shall be used in the top slab at locations where the top slab is
the riding surface (or where the actual fill is 2 ft. less) and it is expected that the top slab will be
exposed to frequent applications of deicing salts. Air-entrained concrete should be used in conjunction with epoxy-coated reinforcing steel (see Section 12.6.3 Detailing for corrosion protection for reinforcing).
When specified by the plans or required by the Plan Engineer, a seal course of unreinforced concrete (Commercial Grade) may be used.
12.2.2 Reinforcing
ASTM A615
Grade 60
Fy = 60 ksi
Maximum length of bars #5 through #11 shall not exceed 60.0 ft. Maximum length of #3 and #4
bars shall be 40.0 ft. This is a field handling consideration. See Section 12.6.3 Detailing for size,
spacing, and clearance requirements.
12.2.3 Material Density

The following densities are assumed for design purposes (taken from Table 3.5.1-1):
Concrete ..............................................................150 pcf
Asphalt ................................................................135 pcf
Compacted Sand .................................................115 pcf
Loose (Dumped Sand) ........................................100 pcf
Compacted Sand-Gravel .....................................120 pcf
Soil .......................................................................120 pcf

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12.3 Loads
12.3.1 Vehicle Load (LL)
KDOT uses a one ft. strip method to analyze the top slab of culverts. The HS20 live load or design
tandem only shall be used (Article 3.6.1.3.3 for spans in the longitudinal direction), whichever
produces the greatest stress. Per Article 3.6.1.3, the lane load included in the HL-93 load is not
used for box culverts. Where traffic travels parallel to the span, the designs will be limited to one
lane loaded and use a multiple presence factor of 1.2 per Article C3.6.1.3.3. In rare cases where
the traffic travels perpendicular to the span a special analysis is required. KDOT will not make
any corrections for skewed structures, per Article 12.11.2.4. Live load need not be considered for
single cell structures where the fill is greater than 8 ft., or for multi-cell structures with the fill
height greater than the overall box width. See Appendix C LRFD RCB Mathcadd Loads for
example calculations.
Figure 12.3.1-1 Live Load Distribution
12.3.2 Dynamic Load Allowance (IM)

Impact shall be applied as per Article 3.6.2.2, and will have influence only to a depth of 8 ft. for
single cell structures or to a depth of fill equal to the out-to-out dimension for multi-cell structures.

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12.3.3 Distribution
Per Article 4.6.2.10, where the depth of fill is less than 2.0 ft., the live load shall be distributed
over a distance E, measured perpendicular to the span, and Espan measured parallel to the span per
Equations 4.6.2.10.2-1 and Equations 4.6.2.10.2-2 respectfully. KDOT uses 1.00 for the Live
Load Distribution Factor (LLDF). This assumes the distribution of the live load through depth of
fill will be consistent with soil.
When the depth of fill is 2.0 ft. or more (Article 3.6.1.2.6), the live load is distributed over a rectangular area starting from a contact patch of 10 in. x 20 in. per Article 3.6.1.2.5. KDOT uses a
22.5 degree angle, 0.500:1 from each side of the patch to the top of the culvert. This article also
allows the use of a 0.575:1 factor for granular fill which would increase the size of the rectangular
area and decrease the load intensity. Unless special circumstances exist, which would change the
overburden material on the culvert from that covered in KDOTs Standard Specifications, the
default of 0.500:1 is used.
For the design of KDOT Standard Culverts, it is assumed that the culvert is founded on a yielding foundation using embankment construction methods. The vertical earth load shall be the soil
weight with applicable design factors.
The foundation is considered to be on springs (compression only) derived from an average modulus of subgrade reaction of 125 pci. These springs replace the distribution of load (reaction) to the
bottom slab specified in Article 12.11.2.3. The passive resistance of the walls is similar to the
floor. The value of the reaction is half that of the floor reaction. These spring supports, representing the soil, at the foundation are based on a modulus of subgrade reaction recommended by
KDOTs Geotechnical Engineer. This may be unconservative for culverts founded on rock. Structures founded on rock may require a special design, and can be investigated for by adjusting the
spring constant and determining the effects.
12.3.4 Live Load Surcharge (LS)

KDOT will use a live load surcharge as stated in Article 3.11.6.4, where vehicular load is expected
to act on the surface of the backfill within a distance equal to one-half of the wall height. The
range of values are from 2.0 ft. to 4.0 ft. of equivalent soil. (see Figure 12.3.6-1 Summary of
Loading Conditions)
12.3.5 Future Wearing Surface (DW)

KDOT policy is to use a paved surface on top of the standard RCBs. An allowance for future
wearing surface (FWS) will not be used in the design of an RCB At Grade box. When the top
slab is the wearing surface, FWS should be considered.
12.3.6 Earth and Water Pressure (EV)(EH)(WA)

Coulomb Earth Pressure Theory is appropriate for walls with no heels and backfill materials
which may not be free draining; see Article C 3.11.5.3 for additional information. Rankine Earth

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Pressure Theory uses equivalent earth pressure and is appropriate for long heeled cantilever walls
and backfill material which is free draining. Acceptable backfill materials will meet criteria
specified in the 12.5.4 Backfill.
The following values are used for the design of KDOT Standard Reinforced Concrete Box Culverts:
Saturated Soil Unit Weight ...................................................... 135 pcf
Soil Weight Unit Weight ......................................................120 pcf
Coefficient of at-rest earth .................................................... 0.50
Because the designer may not be sure which method of construction will occur in the field, KDOT
assumes that Embankment rather than Trench type construction is used. This assumption
results in conservative values for the unfactored vertical earth loads per Article 12.11.2.2.
Figure 12.3.6-1 Summary of Loading Conditions

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Figure 12.3.6-2 Buoyancy Effects on Backfill Materials
Water Effects:
The height of the water table will be taken to be level with the top of the box. The internal effect
assumes that the box is completely full. The soil below the top of the barrel is considered submerged; soil in the EH (earth horizontal) load is buoyant. Use the effective unit weight to calculate this force effect, except for structures with fill heights less than 10 ft. as described below.
Hydrostatic forces (WA) are applied to both the exterior and interior portions of the barrel that
maximize the force effects. The vertical force effect for (WA) is used on the bottom slab. These
two effects are to be considered independent effects which are combined to maximized the greatest effect. The assumed effects of water and buoyancy are shown in Figure 12.3.6-2 Buoyancy
Effects on Backfill Materials.
Special Considerations:
In Kansas, road ditches and creeks in small drainage areas have a water surface elevation which
changes rapidly with each hydraulic event. The probability of saturating the soil in the backfill, as
described in the previous section, is low. The Standard KDOT RCB with less than 10 ft. of fill
will not be designed for this condition, as it would be overly conservative most of the time. If the
designer anticipates the possibility of a sustained high water event, for example in a flood plain or
at a detention storage location, then a custom design may be warranted.
12.3.7 Earth Surcharge (ES)

Occasionally, construction activities require accelerated settlement by loading portions of the new
roadway embankment with excessive overburden. The Standard KDOT RCB was not designed
for this loading condition. If the Engineer anticipates this construction condition, a special analysis will be done to evaluate the potentials for distress in the box culvert.

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12.3.7 Fill Height (Hf)

For normal crowned roadways, the design fill height will be measured from the top of the riding
surface at the outside edge of the shoulder to top of box. A structure with 0.0 ft. of design fill
height should be only used when traffic is directly on the top of the box. For traffic directly on the
structure, adjust the top bar reinforcement cover to a minimum of 3 in.
For super-elevated roadways, extreme sloping boxes, or unusual cross-sections, judgment will be
exercised in determining the design fill height. In all cases, the fill height will be noted on the
plans for review and future reference. KDOTs practice requires that one fill height be used for the
structural design of the entire length of the box.
Figure 12.3.7-1 Design Fill Height Category
Category
Design Fill Height
At Grade Box
0.0 to 2.0 ft., or* where top slab is driving surface.
Low Fill Box
Over 2.0 ft. to 10.0 ft.
Moderate Fill Box
High Fill Box
*Note: Driving directly on the top slab or with a nomial amount of pavement is the only time 0.0
ft. should be used as the fill height.
For superelevated roadway sections as shown in the graphic, the design fill height may be either a
minimum fill, or a maximum fill section. Investigate both to determine the most conservative
design.

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Fill Heights:
1)
The designer needs to specify the proper depth of fill on the RCB. Design fills
should be specified as follows:
Actual Fill
0
> 0.5 ft.
> 2 ft.
> 3 ft.
> 5 ft.
> 10 ft.
> 15 ft.
> 20 ft.
> 25 ft.
> 30 ft.
> 35 ft.
> 40 ft.
> 45 ft.
<
<
<
<
<
<
<
<
<
<
<
<
<
0.5 ft.
2 ft.
3 ft.
5 ft.
10 ft.
15 ft.
20 ft.
25 ft.
30 ft.
35 ft.
40 ft.
45 ft.
50 ft.
Fill to specify
on plans
0.0*
2 ft.
3 ft.
5 ft.
10 ft.
15 ft.
20 ft.
25 ft.
30 ft.
35 ft.
40 ft.
45 ft.
50 ft.
* Special Case when traffic is directly on top slab.

2)
Below is a graphical representation showing the importance of specifying the

proper amount of fill. Arbitrarily adding fill height does not necessarily provide a
stronger RCB. In some instances, engineering judgment may be required to
specify the proper amount of fill (i.e.; RCB Extensions, RCB's under superelevated roadways).
For fill heights < 10-0, the Designer (software) will investigate 5 ft., 3 ft. and 2
ft. fill heights to determine the most conservative design.
The fill heights used in the RCB Program rounds the actual fill to the Design fill
height. It is KDOTs policy to round actual fill height of 4.99 ft. and less to the
most conservative value of 2 ft. which is governed by the truck loadings. Round
fill heights of 5.00 ft. and greater to the next conservative fill value in which earth
pressure controls.

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For At Grade Boxes an equivalent soil fill height should be used, considering mass and thickness of the pavement, pavement base, and sub-base. The design value shall be noted on the plans.
For other than At Grade Boxes, the weight of pavement and base may be assumed as earth density at 120 pcf.
Design Fills over 50.0 ft. will be considered as special circumstances and will require a review by
the KDOT Design Engineer.The design fill value is a representative design parameter not
intended for use in field construction or for hydraulic analysis.
In special circumstances where unusual variance in fill heights may occur and savings may be
effected as in the case of large and/or long boxes under high fill, more than one Design Fill
Height may be used and shall be so noted on the plans. Culverts designed with more than one
Design Fill Height will require a documented economic analysis to be reviewed by the KDOT
Design Engineer. Where a design life is needed for economic evaluation, a design life of 75 years
will be assumed. The minimum length of culvert section with multiple Design Fill Height shall be
60.0 ft.
Unequal Fill: For locations where unequal fill could be a concern, such as when a box culvert is
installed parallel to the embankment slope, use an RFB. When the differential in fill height is
equal to or greater than 20% a special analysis is required.

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Figure 12.3.7-3 Unequal Fill Height
Structure Top Slab Protection:

For box structures where the design fill height is less than or equal to 2 ft. , measured at the outside edge of the shoulder, the box will have a multi-layer protection system. Cast-in-place box
structures will have 100% epoxy coated reinforcement in the barrel, not just the top slab portion
as in past practice. Wings need not have epoxy protection. Air Entrained (AE) concrete will be
used for the top of slab when a design fill height is less than or equal to 2 ft. The exterior (dirt
side) portion of the top slab plus 12 in. of the top of the exterior wall will be protected by an
approved non-coal tar Bridge Backwall Protection System comprised of needle punched bentonite panels.
For box structures using a precast alternate, the concrete will provide for a low permeability structure. For design fill heights less than or equal to 2 ft. use an Bridge Back wall Protection System
in the cast in place structure is required. Epoxy reinforcement is not required for precast structures.
For structures where the driving surface is the top slab and hot mix asphalt will be placed directly
on the top slab there are two additional requirements. The designer will use Pavement Waterproofing Membrane from Section 800 and increase the cover to the top mat of reinforcement to a
minimum of 3 in. by adding 1 in. of concrete. In-leiu of the waterproofing membrane the Contractor may supply a minium of 3 in. of dirt to thermaly insulate the backwall protection from the
hot mix asphalt.
* See Section 12.3.8 for summary of protection for all culvert types.

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12.3.8 Summary of Low Fill Culvert Protection

Precast Culvert (Special Provision 07-07019)
Precast Arch
Fill less than or equal 3 feet
Epoxy reinforcement in entire precast arch and closure pour
Pavement waterproofing membrane over closure + 18 in.
Air entrained concrete for entire arch
Bridge Backwall Protection covering the middle 1/3 of top of the structure
2 feet of aggregate on top and sides
Precast Rigid Frame
Epoxy reinforcement in entire precast frame
Air entrained concrete for entire frame
Bridge Backwall Protection covering the entire top + 12 in. down the sides
2 feet of aggregate on top and sides
Precast Box Culvert (Special Provision 07-07-07017)
Epoxy reinforcement for entire box or Bridge Backwall Protection covering the entire top +
12 in. down the sides
Air entrained concrete for entire box
Additional 1 1/4 in. clearance for top mat in top slab
Cast-In-Place Box Culvert (Bridge Standard per RCB Program + BR020B)
Epoxy reinforcement for entire box and Bridge Backwall Protection covering the entire top +
12 in. down the sides
Air entrained concrete for top slab

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12.4 Load Factors and Modifiers
12.4.1 Load Factors ( )

The factors below are taken from Table 3.4.1-2 to maximize the effects to the structure.
Table 12.4.1-1 LRFD Load Factors.
Strength I Load Factors
Load
Service I Load Factors
Minimum
Maximum
DC
0.90
1.25
1.00
DW
0.65
1.50
1.00
LL,IM,LS
0.00
1.75
1.00
EH
0.50
(Article 3.11.7)
1.35
1.00 or 0.50
(Article 3.11.7)
EV
0.90
1.30
1.00
WA
0.00
1.00
1.00
* ES
0.50
(Article 3.11.7)
1.50
1.00 or 0.50
* For special designs.
12.4.2 Load Modifiers ( )

At the Strength Limit State buried structures are considered redundant for live loads and nonredundant for earth fill per Article 12.5.4. KDOT RCB Standards use a load modifier 1.00 for all
force effects instead of 1.05 for earth fill. However, for all custom /non-standard designs use a
load modifier of 1.05 for earth fill.
12.5 Soils Information

12.5.1 Introduction
This information is intended to be used to select the proper backfill for a box, to guide the
designer in ascertaining soil properties for normal foundation conditions, and calculating the
required camber for boxes under fills of less than 20 ft. in height.

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12.5.2 Soils Data

Soil data for the design of boxes may be obtained from a special investigation of the proposed
site. A KDOT Soil Survey or data from a Soil Conservation Service (SCS) Soil Survey may be
use for this purpose. The majority of boxes will probably be designed using the SCS data, since
most drainage structures will not warrant a special investigation or may not be located on the state
system. Therefore, the soil classifications used in this report will be those of the Unified Soil
Classification System.
The information of interest to designers in the SCS Soil Surveys is contained in the Engineering
Index Properties table and the detailed soil maps. The soil maps are used to identify the soil type
in the area of the project, and the Engineering Index Properties give the classification and index
properties of the soil. This information may then be used to identify the type of footings and backfill required to properly construct the box.
12.5.3 Bearing Capacity

The design of footings should be done using a nominal bearing pressure of 6000 psf unless the
box is sited in a soil of low bearing capacity. Soils with a low bearing capacity are CH, MH, OH,
and OL type soils. Footings in low bearing capacity soils should be designed using an nominal
bearing pressure of 4500 psf. In both cases a value of 0.45 should be used.
12.5.4 Backfill
Soil used to backfill reinforced concrete boxes shall have a liquid limit less than 50, and a plasticity index less than 22. Backfill soil shall be essentially free of all organic matter. High plasticity
and organic soils are not considered free draining materials and should not be used. Soils unacceptable for use as backfill are CH, MH, OH, and OL type soils. Where soils of this type are
encountered, a clean, granular backfill will be required. Specifying granular backfill in areas
where there are expansive soils, will help reduce soil pressures and are consistent with design
assumptions.

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12.5.5 Camber
Unless other information is furnished by a soils report, camber will be shown for design fill
heights over 20 ft. The camber used will vary linearly from the maximum deflection to zero
deflection at the end of the box.
If a field investigation will not be performed to determine foundation settlement, an estimate may
be determined from the report, Guidelines on the Use of Soils Information for Box Design. The
graph in Figure 12.5.5-1 Settlement of Culvert, contains a set of five settlement curves for five
generalized soil types. These curves relate fill height to settlement up to a maximum fill height of
20 ft. For fill heights greater than 20 ft., settlement may be estimated by adding together the
equivalent thicknesses. (ie the settlement for 30 ft. of fill equals to the settlements for 10 ft. plus
20 ft. added together)
The five settlement curves were developed using the assumption of a 20 ft. compressible layer. If
there is less than 20 ft. of compressible material below the culvert in the foundation, the settlement may be proportioned relative to the thickness of the compressible layer. (ie the settlement for
a culvert with a 10 ft. compressible layer would be taken as 0.5 that shown for that curve)

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Figure 12.5.5-1 Settlement of Culvert

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12.6 Analysis and Design

12.6.1 Analysis
The existing box standards (barrel portion) where checked against the 2007 LRFD AASTHO
Specifications including 2009 Interims. The reinforced concrete box (RCB) model consisted of
two node prismatic beam elements with three degrees of freedom per node. The tops of the walls
for the RCB are considered to be pinned with no rotational resistance. This pinned condition is
created by releasing the moment continuity at the end of the wall member which frames into the
either the top slab or the bottom slab. The rigid frame box (RFB) model is similar except the fillets in the corners are stepped beam elements. The supports are linear translation springs representing a yielding support based on the modulus of subgrade reaction. This differs from Article
12.11.2.3. All models are planer and represent a 1.0 ft. slice, which maximizes the live load loading patches and minimizes two way action. This one way action (beam action) is a conservative
assumption. The discretization is shown below in Figure 12.6.1-1 Model of Culvert. Nodes are
placed at 1.0 ft. increments and at critical locations such as midpoint of the span and at fillet toes.
The live load was evaluated by the use of influence lines. A unit load was placed on the top slab
and moved in three inch increments. All points of analysis whether located on the floor, walls, or
slab had their own slab live load influence lines (one for each force type of moment, shear and
axial) generated by retreiving the force at the analysis point for each movement of the point load
along the slab. All design truck and tandem possibilities are then applied and distributed per Article 3.12.3.3. The maximum and minimum force effects are then calculated for each point. The
controlling effects are combined into strength, service limit states. Concrete design calculation are
done for the given results (loads) and compared to the capacities (resistances) provided.
Figure 12.6.1-1 Model of Culvert

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12.6.2 Design Summary

All structures are designed for traffic to be parallel to the span using a single lane loaded with a
multiple presence factor of 1.2. per Article C12.11.2.1. No design adjustments are made for skew
effect.
Loads:
Live loads for the top of slab consist of axle load of the design truck or design tandem without
lane loads per Article 3.6.1.3. Where the live load and impact force effects in Article 3.6.1.2.6
exceed the effects from Article 4.6.2.10, use the latter. KDOT will use only Article 3.6.1.2.6 for
fill heights greater than 2 ft. For the design tandem, where wheels overlap the total load will be
uniform over the area. Live load effects are neglected for single cell structures with fill greater
than 8 ft. or multi-cell structures where the fill is greater than the out-to-out dimension of the barrels. (See Figure 12.3.1-1 Live Load Distribution)
Coulomb earth pressure theory will be used for the barrel designs per the definition in Article
3.11.5.3. The vertical earth load (EV) is based on Article 12.11.2.2.1 using embankment construction methods, assuming that compacted fill is placed along the sides of the barrel. Assuming
compacted fill effectively limits the soil-structure interaction factor for embankment construction.
Design Assumptions:
For the design of the KDOT Standard RCBs, it is assumed that the culvert is founded on a yielding foundation.
For design, span lengths shall be considered as center to center of supports for continuous and
rigid joints. The location of the design negative bending moment shall be taken at the face of
support, except where fillets are used in determining the structural stiffness of the member, in
which case the design moment may be at the toe of the fillet as allowed by Article 12.11.4.2.
The Service I Limit State is used to evaluated cracking per Article 12.5.2. Strength is used to
evaluate shear, moment and thrust capacities per Article 12.5.3. Extreme Event Loading
where not considered in design per Article 12.6.1 and Article C12.5.3.
The design shear will be taken at a distance of dv away from the inside face for pinned boxes
per Article 5.8.3.2 and dv away from the toe of the fillet for fixed boxes per Article
C5.13.3.6.1-1. Shear capacity will be based on the shear capacity of the concrete per Article
5.13.3.6.2 and the unused flexural reinforcement as capacity per ACI and dowel action Article 5.10.11.4.4. See Appendix B Wingwall Moment & Reaction Coefficients for additional
information.
KDOT will apply distribution steel requirements found in Article 5.14.4.1, to the top slab
with fill heights 2 ft. and less.
Rigid Frame Structures (RFB) are designed and detailed to resist bending moments thoughout the structure acting continously between all adjacent members. RCBs will be considered

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a pinned frame acting as simple beams in the corners. For RCBs intermediate supports at
walls in multiple cell boxes are considered as knife edge supports.
Because the bottom slab is cast against foundation stabilization, none of the bottom of the
bottom slab is neglected for computation of design depth.
Use shear = 0.85 and moment = 0.90 per Table 12.5.5-1 for buried structures. This
assumes tension controlled regions. Flexure and axial force interaction and design capacities
are evaluated as rectangular column sections as shown below.
For minimum reinforcement requirements as described in Article 5.7.3.3.2. the phi factor
implied in the 1.2xMcr is 1.0. the gross concrete section is used as well as a singly reinforced
cracked section for calculating Asreqd.
Figure 12.6.2-1 Strength Design

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Design Assumptions - Continued

Crack Control provisions (Article 5.7.3.4) are checked only when the concrete stress on the
gross section at the Service Limit State is greater than 80% of the Modulus of Rupture as
described in Article 5.4.2.6. The RCB design program uses the worst case Class II exposure
factor (0.75) for the top slab members when the fill is at 0 ft. For all other members the program uses Class I exposure factor (1.00). At the Service Limit State the stress in the tension
reinforcement is calculated using a doubly reinforce section as decribed in Appendix B
Wingwall Moment & Reaction Coefficients or calculated using Article C.12.11.3 in members
with high compressive forces.
Where earth pressure may reduce the effects caused by other loads, Article 3.11.7 allows a
50% reduction in these force effects. This is reflected in Table 12.4.1-1 LRFD Load Factors.
Special Design:
For culverts founded on rock, an evaluation of the RCB height, depth of fill, and depth of
trench shall be made to determine if the Standard RCB is applicable for construction on a
rock foundation. Use a minimum average modulus of subgrade reaction of 400 lbs/in3 for
culverts founded in rock. The designer may give considerations to using a three sided structure if the founding materials are not prone to scour actions. All boxes constructed without a
floor (bottom slab) will be designed as Rigid Frames.

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12.6.3 Detailing
Skewed or Rotated RCB:
Skewed or rotated structures will be designed and detailed with reinforcing, placed normal to the
centerline of the box.
Reinforcing:
Truss bars (crank shaft bars) for single cell Rigid Frames or for multiple cell RCB design will normally not be required and are not recommended. Spacing of the interior face of reinforcing may
be independent of the exterior face for rigid frame boxes. However, for ease of placing, it is preferable that all reinforcing in a particular face (exterior or interior) shall be placed at the same
spacing. For normal practice it is intended that the wall reinforcing will be placed vertical. Detailing practice will reflect that intention. Minimum spacing shall be 5 in. centers. Spacing increments will be in in. intervals. The limits of bar shall be #4 through #11 sizes.
New Boxes:
All clearances are 2 in. where permanently in contact with the earth and 1 in. otherwise.
Because KDOT concrete mixes are cement rich with a low W/C ratio, the cover on the nonearth contact face was reduced by in. (per Article 5.12.3). The clearance for the bottom mat
of reinforcement will be 2 in. Table 5.12.3-1 states that members cast against the earth will
have 3 in. of clearance. However, because KDOT uses a granular foundation stabilization, it
is not considered cast against the earth. This is considered a Class I exposure for crack control.
For the top of the top slab with a fill height of 0 ft., Class II exposure is used for crack control; otherwise Class I is used.
When the top slab will be exposed to frequent applications of deicing salts, epoxy coated
reinforcing bars and air-entrained (AE) concrete should be specified in the top slab. Epoxy
coated bars and (AE) concrete should not normally be specified for box sizes less than 6 ft. x
6 ft. or when the roadway is not surfaced. The default for the RCB design program is to use
epoxy reinforcement and (AE) concrete when the fill height equal to or less than 2 ft.
Box Extensions:
All of the above criteria may also apply to box culvert extensions. Normally, epoxy coated
reinforcing and (AE) concrete will not be used for extensions except in urban areas where the
extension will be subject to deicing salts.
The depth of fill to specify for extensions shall be the fill depth at the end of the existing box
culvert.
See road design standard drawing RD080 (Figure 12.9-3 Typical Culvert Extensions (Std
RD080) for extension details.

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Member Size:
Thickness of concrete members shall be designed in increments of in. The wall thickness shall
preferably be not less than 2/3 the largest slab thickness. The minimum wall thickness shall not be
less than 7 in. for spans 6 ft. and greater, and not less than 6 in. for spans less than 6 ft. Minimum
slab thickness will be 6 in. The minimum fillet size shall be 4 in. x 4 in.
12.6.4 Practical Considerations for Structure Type

For purposes of structural discussion and design, an RCB will be referenced as a Rigid Frame or
as a Pinned Frame. Ordinary design procedure will assume all exterior corners to be pinned or
rigid, i.e., no mixing of pinned and rigid joints. (See Section 12.1.1 Definitions for additional definitions).
As a general rule, pinned boxes (RCBs) for culverts with spans 10 ft. or less are more economical
than rigid frame boxes (RFBs). However, for mainline structures on State routes do not use a
pinned type (RCB) structure for at grade boxes.
Framing costs per unit volume for fixed boxes less than 6.0 ft. are higher than average. It is
suggested that concrete cost be increased 20% for cost comparisons. Basic concrete and
reinforcing steel costs may be estimated from current bid tab information.

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12.7 Wingwall Structural Considerations

12.7.1 Assumptions
All flared wingwalls have cantilever retaining walls with freestanding detached stem walls.
The footings are detailed as attached and continuous with the culvert floor. One way action
(beam design) is used based on a 1-0 strip taken at the maximum wall height. This configuration allows some settlement to occur at the wing ends without causing distress in the barrel
of the culvert.
For lateral earth pressure the Rankine Earth Pressure Theory as defined in Article C 3.11.5.3
is used with the coefficient of active earth equal to 0.33. This theory is consistent with a long
heeled cantilever with free draining granular material. Granular backfill materials consistent
with SB or SCA materials as specified on Figure 12.9.6-1 RCB Auxiliary Details (Std
BR020b) are used.
Wingwalls for culverts with a rise over 16 ft. shall have a site evaluation of foundation and
backfill conditions to determine if actual field conditions will approximate the assumptions
of design. Where conditions are different, the KDOT Design Engineer shall be notified.
Because of continuity in the footing, between the wing wall and the barrel, stability is met
when the resultant of the force reactions act within the middle one-half of the base for soils
and the middle three-fourths when founded on rock. This check is made at the Service Limit
State. Therefore, no Load Factors will be applied to earth pressures for stability analysis. The
height of the wall used for the stability check is at 3/4th of the maximum wing wall height.
Unless otherwise determined by a soils analysis, the foundation will be over-excavated and
backfilled with 6 inches of granular material (Foundation Stabilization) to aid in the sliding
friction factor. The Sliding resistance for the wall footing is considered the sum of the soil
plus the one-half of the shear resistance of the concrete footing.
LRFD Strength I and Service I Limit States will be used for Structural Design of Members.
See Load Combinations of Tables) 3.4.1-1 and -2 for additional information. The following
load factors where used:

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DC stability
0.90
DC bearing
1.25
EV stability
1.00
EV bearing
1.35
EH
1.50
Class I Exposure
1.00
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Assumptions Continued:
Clearance to reinforcing will be 2 in. from formed surfaces in contact with the earth and
1 1/2 in. clear for surfaces that are not. For the bottom of the footings cast on foundation stabilization the clearance to the reinforcing steel will be 2 in., and the top reinforcing steel
cover is 2 in. regardless of fill height.
Fatigue limit state need not be investigated according to Article 5.5.3.
Member sizes will preferably remain constant throughout the length of the wall. The minimum wingwall thickness will be 7 in. The front face will be reinforced for shrinkage and
temperature for walls over 9 in. thick. The footing will be detailed monolithic with the bottom slab of the RCB. Reinforcement will extend continuously from the wall footing into the
bottom slab.
12.7.2 Earth Pressure

Founding Material:
All box culverts and wingwall are supported by 6 of Foundation Stabilization Foundation per
Section 204 of KDOT Standard Specifications Excavation and Backfill for Structures. Verification of founding material below that shall be estimated from a KDOT Soils Report when available, from site knowledge, or from the Soil Conservation Service - County Soil Survey reports,
which are on file in the KDOT Bridge Section or available from the SCS Office in Salina. As a
general guideline, soils judged as high-plasticity clays, fat clays, expansive clays, or organic clays
will be considered poor foundation for culverts and will not be used. Soils that are classified as
CH, OH, OL, or MH fall within the description of poor soils. High water table levels are considered poor foundation conditions and require evaluation to determine if the standard wingwalls are
adequate.
Backfill Material:
The Standard KDOT wingwall design is based on backfill material consistent with SB-1, SB-2,
SCA-2, SCA-3 and SCA-5 per Bridge Standard BR020. This material is described in Section
1107 of the KDOT Standard Specifications Aggregates for Backfill. This is a granular material
that is free draining, and is consistent with the design assumptions used for cantilevered, freestanding wingwalls.
Live Load Surcharge:
A value of 2.0 ft. will be included in the design of all wingwalls in consideration of traffic loading
and construction equipment loading when the distance from wingwall to the traveled roadway is
less than half the height of the wall.

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Design Parameters:
The following will be assumed for the Standard KDOT wingwall design:
All passive pressure in front of the toe and wall will be neglected.
Wingwalls are designed as vertical cantilever walls: (See Figure 12.7.2-1 Design Assumptions - Vertical Cantilever)
Wingwall Design Soil Parameters as follows:
Lateral Pressure ........................................... Rankine Active Earth Pressure Theory
Live Load Surcharge ......................
Use 2-0 of overburden as equivalent force
Granular Backfill Material.....................................................................Density 120 pcf
Ultimate Bearing Pressure ...............................................................................6,000 psf
Phi Factor for Bearing is ..........................................................................................0.45
Phi Factor for Sliding is ..........................................................................................0.80
Coefficient or Active Earth Pressure....................................................................... 0.33
Internal Friction Angle............................................................................................ 30
Stability .................. Check that the resultant is within the middle 1/2 of the footing
(using 3/4 of the maximum wall height)
A friction factor of 0.50 assumes that the foundation condition will be a granular material
with a tan = 0.50.

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Figure 12.7.2-1 Design Assumptions - Vertical Cantilever

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Figure 12.7.2-2 Typical Backfill and Toe Dimensions

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12.8 Precast Members

12.8.1 Box Culverts
When specifying bridge sized cast-in-place reinforced concrete boxes on plans, allow the Contractor the option of using precast boxes when extenuating circumstances requires their use. In no
case shall a precast option be granted if: 1) the structure is on highly erodible soils or poor foundation materials 2) the top of the structure will be the wearing surface 3) the structure will be
located within an MSE wall. For non-bridge sized structures see Volumn I, Part C Section 10 of
the Road Design Manual.
Precast boxes shall meet the same load requirements as cast-in-place box culverts. The design
shall be a rigid frame design to account for loads expected during construction and shipping. The
precast sections shall meet the requirements ASTM C1577 except as noted in this section. The
precast box design software BOXCAR has been updated and is now acceptable for use on
KDOT projects. Versions of BOXCAR 1.95 or later are acceptable.
Fill heights of less than 2 ft. require a distribution slab. A cast-in-place distribution slab shall be 6
in. thick with #4 bars at 1.5 ft. transversely and #5 bars at 1 ft. along the barrel. Substitution of an
equivalent welded wire fabric is acceptable. Precast distribution slabs with the same reinforcement may be used for fill heights over 1 ft. Center the joints over the barrel segments. Provide a
minimum of 3 in. of granular material between the barrel and the precast distribution slab.
In general, do not allow precast boxes for multiple-cell installations (greater than two cells wide)
unless there is economic justification.
A special cast-in-place end section shall be required to transition from precast sections to flared
wingwalls. See Figure 12.8.1-1 Precast Box Culvert Details (Standard BR031) for additional
details. Flared wingwalls are required to be cast-in-place. Straight wingwalls may be precast sections and may be placed without a cast-in-place transition.
Clearances to reinforcing shall be a minimum of 1 in. from all faces, except when the depth of
fill is less than 2 ft., in which case the clearance to reinforcing in the top of the slab shall be 2 in.
Epoxy-coated reinforcing shall be as noted in Section 12.6.3 Detailing. Welded wire fabric is an
acceptable substitute.
Longitudinal reinforcing for shrinkage and temperature requirements shall be a minimum of 0.06
sq. in. per ft.
Shop drawings will be required, detailing all phases of construction, including layout, joint
details, lifting devices, casting methods, construction placement and details of cast-in-place segments or transitions that may be required. The weights of the precast sections and proposed transportation methods shall be noted on the shop drawings. Copies of over height and overload
permits, when required, shall be submitted with the shop drawings.

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Review of some typical Precast Box Culverts Question and Answers

1) Is a precast option prohibited by Plan Note? (CIP only)
Precast allowed unless shown on the Plan Details
2) Does the box design meet the minimum ASTM C 1577 requirement details?
Yes, this is the LRFD equivalent to C 1433, use Table 2 for member sizes, members will be
at a minimum 3/4 the thickness of the CIP equivalent RFB, but no smaller than 6.
3) Can the precast option be an arch culvert?
Yes, see Section 12.8.2 Precast Arch Culverts for criteria.
4) Was the box designed with BOXCAR software 1.95 or later?
No, a structural review is needed.
5) Do low fill boxes require a distribution slab?
Yes, see Figure 12.8.1-1 Precast Box Culvert Details (Standard BR031) for additional criteria. (Note: Min. 3 in. granular material cushion between box/slab)
6) Are multiple single cells allowed (or double cells required)?
Yes, multi-cells are allowed, but ties between cells may be required also the Contractors
Engineer is required to develop plan details.
7) Is a transition section to CIP end section with flared wings required?
Yes, with a maximum transition of 4:1, the Contractors Engineer is required to develop
plan details. (Straight wings may be precast without transition)
8) Design criteria:
> 2 ft. Fill min. 1.25 in. clearance, uncoated rebar
< 2 ft. Fill min. 2.5 in. clearance, epoxy coated rebar required
Min. shrinkage & temperature requirement (0.06 in2/ft)
Slab & wall thicknesses will be > 75% of the CIP Standard.
See KDOT Std. Specs. 735 for additional information
Substitution of equivalent WWF:
(If cross-sectional area is less than rebar, structural review is needed)
9) Are Precast Box Culverts > 10 ft. reviewed by KDOT?
Yes, All culverts are reviewed by KDOT.
10) Are Precast Arch Culverts reviewed by KDOT?
Yes, All culverts are reviewed by KDOT.
11) What is the design criteria for the CIP end sections and wings?
The minimum will be the equivalent CIP KDOT Standard and not the section provided
in #2 above. The Contractors Engineer will detail transitions for differences in member
thicknesses.
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Figure 12.8.1-1 Precast Box Culvert Details

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12.8.2 Precast Arch Culverts

Precast Arch Culverts may offer a cost-effective, convenient alternative that can be considered on
certain projects. Bottomless culverts are well suited for areas where spread footings or pedestal
walls can be keyed into non-erodible bedrock, the use of a natural channel may be advantageous
to mitigate environmental concerns. The following design limitations, design responsibilities, site
limitations and plan processing procedures are noted. Questions relative to the interpretation of
these requirements should be directed to the State Bridge Office for clarification.
Items
Grade Separation
Stream Crossing
Maximum Span:
60-0
42-0
Live Load:
HL-93
HL-93
Foundation:
Span Bridge Criteria per

Section 4.1
Span Bridge Criteria per

Section 2.3.9 and 4.1
Precast (free-standing)
CIP (free-standing)
Free Board:
N/A
2-0 @ Overtop
Minimum Fill:
2-0
2-0
Granular for Arch, and

precast wings per manufacture requirements
Granular for Arch **

BR020b materials for the
CIP wings
*TL-4 fully resolved
*TL-4 fully resolved
Wings/Headwall:
Backfill Material:
Barrier:
* Note: Fully resolved forces will result in the accounting of the forces through
connections and members resulting in minimal damage to the arch structure or
headwall. Contact the Local Projects Team Leader for barrier loading requirements.
** Use granular backfill meeting the requirements of SB-1,SB-2,SCA-2, 3 or 5.
Design Criteria:
1. The structure will be designed in accordance with the current AASHTO LRFD edition
and latest interim requirements for structurally reinforced concrete structures.
2. The design plans will include a Contour Map, Construction Layout and Geology Sheet
with Geology Report. The Geology Report shall bear the seal of the Professional
Geologist. The geology sheet will show the limits of the maximum potential scour
line, include long-term degradation, contraction scour, local scour and lateral
migration.
3. Skews in excess of 45 will not be permitted.

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4. Rise measured from top of cast-in-place footing to the bottom of the bridges top slab
shall, in excess of 16 ft. will not be permitted.
5. A minimum cover of 2 ft., measured from the pavement surface at the roadway edge,
will be provided. Provide distribution slab. See Figure 12.8.1-1 Precast Box Culvert
Details (Standard BR031) for additional criteria.
6. The bottom of the foundation footings shall be a minimum of 4 ft. below streambed
thalweg elevation unless field conditions dictate otherwise.
7. Streambed slab, cut-off wall or other suitable means is required unless streambed is
non-erodible bedrock.
Design Responsibilities:
1. Foundation and bridge sizing consideration will follow all span structure requirements
including design high water and free board clearances. Show the maximum potential
scour on the geology sheet.
2. For stream crossings, hydraulics and waterway opening requirements should be
handled similar to other bridge projects with bridge hydraulics evaluated as
appropriate for the spans involved. Stream Stability analysis shall be performed per
Section 2.3.9. Include a completed Hydraulic Assessment Checklist (HAC) for each
proposed site. The HAC can be downloaded at: http://kart.ksdot.org
3. Foundation borings are required for all projects. The soils and foundations design
including precast portions (i.e. slope stability, settlement, spread footings, piling,
etc....) will be performed and sealed by a Licensed Professional Engineer. Suppliers of
three-sided precast concrete bridges should be contacted for precast loads, reactions,
etc. to be utilized in the foundation designs.
4. The actual design and rating of the Precast Arch Culverts is the responsibility of the
supplier. Shop plans for the Arch Culvert sections along with formal structural
calculations will be submitted to the State Bridge Office for approval. Shop plans shall
be certified by the supplier as being designed and load rated in accordance with
current AASHTO LRFD Specifications. The supplier should also indicate additional
backfilling requirements beyond those found in the KDOT Specifications. Show the
limits of those backfilling requirements.
5. Precast wings and headwall are not allowed for stream crossings. CIP end section
requirements will follow BR031. See Figure 12.8.1-1 Precast Box Culvert Details for
additional criteria.

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Design Manual
Plan Processing Procedures:

1. Arch spans with be consistent with current procedures for all bridge projects. Field
Check plans, geotechnical and geological investigations will be required for all
projects utilizing Precast Arch Culverts.
2. Final plans for the Arch Culverts should:
a.
b.
c.
d.
identify the size (span x rise) of the bridge,

identify the length of the bridge,
indicate the skew angle of the bridge (in 1 degree increments),
include the detailed design of all foundation units (whether cast-in-place or
precast) and other cast-in-place or precast portions (such as headwalls, wingwalls,
toe walls, etc....) and
e. include the pay item, Arch Culvert (span x rise) (Precast), Lin. Ft.
Details:
The connection of the exterior to first interior arch segment as shown in Figure 12.8.2-1
Precast Arch Details helps distribute horizontal earth and vehicular impact loads
imparted to the headwall. The joint seal system consists of butyl rope placed in the joint,
with the adjacent areas of the joint primed. A water-proof rubber seal is then bonded
over the joint per KDOTs specifications.

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Figure 12.8.2-1 Precast Arch Details

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Figure 12.8.2-2 Closure Pour
Protection:
For arch structures which are assembled from two separate halves and require a closure pour at
the crown of the structure, it shall be detailed and constructed as shown in Figure 12.8.2-2 Closure
Pour, a butyl rope will be placed in the beveled joint where the two arch halves meet and where
the individual arch sections abut at the sides. A longitudinal section at the crown will be protected
by coating the cured closure pour concrete with a primer recommend by the manufacturer and
covered by an rubber adhered to the primer. The closure pour concrete shall be Gr. 4.0 (AE) Air
maintained placed and consolidated according to KDOT Specifications.

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12.9 Miscellaneous
12.9.1 Guardrail
Unless there is a sidewalk on the bridge, it is desirable that bridge rails on At Grade and LowFill Boxes be limited to installations in excess of 50 ft. total span. Where guardrail is required, it
preferably shall be continuous over culverts less than 50 ft. total span. For installations that
require a bridge rail, a Corral rail will be used, unless determined otherwise at field check. The
minimum length of boxes for guardrail installation will be as shown in Figure 12.9.1-1 Minimum
Box Length With Guardrail. The designer will consider corral rail for fill heights up to 1-0. Corral rail should be use when warranted by traffic count, height of drop into the structure, or route
classification. When guardrail is used, consult Road Design for guidance.
12.9.1.1 Sidewalks, Fence, Slab Rest

In certain conditions urban environments may require non-standard RCB details. Appendix E
Miscellaneous Example Details has example details successfully used in the past. These details
incorporated approach slabs and slab rests mounted to the structure, sidewalks, bridge railing and
pedestrian fencing. Guardrail mounting details and criteria can be found at Figure 12.9.1-1 Minimum Box Length With Guardrail.
12.9.2 Vehicle Grate

At locations where a vehicular grate over the culvert opening may be needed, refer to FHWA publication Safety Treatment of Roadside Cross-Drainage Structures
(FHWA/TX-82/37 + 280-1).
12.9.3 Entrance Bevel

A 45 bevel shall be provided on the soffit of the top slab at all upstream entrances to enhance the
flow at high stages. The bevel shall be sized as shown below. (Reference: HEC-13, d =
0.042H).
Rise

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Bevel
Less than 8.0 ft.
4 inches
8.0 ft. to 12.0 ft.
6 inches
Greater than 12.0 ft. to 16.0 ft.
8 inches
Greater than 16.0 ft. to 20.0 ft.
10 inches
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Design Manual
12.9.4 Hubguard
The hubguard is a detail at the top slab at the end of the RCB to retain a minimum depth of fill
to establish vegetation and prevent embankment erosion. In some instances, the hubguard retains
the roadway surfacing and shoulder. The minimum height of the hubguard shall be 5 in. above the
culvert.
The hubguard height h and width t varies depending on the box span length. See sketch
below.
For spans < 16 ft.; h = 1.50 ft., t = 0.75 ft.
For spans > 16 ft.; h = 1.67 ft., t = 1.25 ft.
The exception to the above criteria is when the value (S + 5 in.) exceeds 1.5 ft. (for spans less than
16 ft.) or 1.67 ft. (for spans greater than or equal to 16 ft.). In this case, h will equal (S + 5 in.)
up to a maximum of 1.75 ft. (for spans less than 16 ft.) or 1.92 ft. (for spans greater than or equal
to 16 ft.). This may occur on culverts under high fills. For h greater than 1.75 ft. (or 11.92 ft.),
the standard wingwall details may need to be modified to accommodate the increased hubguard
height. However, this should be an infrequent occurrence.
12.9.5 Strike Line

For ease of construction, points outside the strike line will be constructed level with the flow line
elevation at the strike line. This would include the top of the footing for the wingwalls and for
floor slabs of skewed boxes outside the strike line.
12.9.6 Weep Holes

Weep holes are constructed to reduce water pressure behind the wingwalls. Unless a Soils Report
or other evidence indicates there is groundwater problems, weep holes are not required in the barrel. See Figure 12.7.2-2 Typical Backfill and Toe Dimensions and Figure 12.9.6-1 RCB Auxiliary
Details (Std BR020b) for drainage details and weep holes.
12.9.7 Seal Course

The seal course is an unreinforced concrete placement to aid in dewatering a site. It will not be
used unless required by the field Engineer or specified on the plans.

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12.9.8 Scour Apron

An apron or floating apron is a slab on grade reinforced with welded wire mesh. The apron
will include an erosion toe (at the free end) in addition to the wall toe and trenched to the same
depth. The apron will not be structurally tied to the wall. The purpose of the apron is to reduce
erosion at the exit end of the culvert. It will be used only when specified on the plans or required
by the Engineer.
12.9.9 Soil Saver

A soil saver is a wall constructed across the stream bed at the end of the wings of the upstream
entrance to the culvert. It provides a vertical drop in the stream bed. The soil saver functions as a
grade control structure to aid in controlling erosion in the upstream drainage basin.
In addition, the soil saver acts as a Drop Inlet. It allows a culvert that would otherwise be constructed on a steep slope, operating under inlet control with high exit velocities (> 15 ft./sec.); to
be constructed on a flatter slope, operating under outlet control with reduced velocities.
Current environmental concerns will limit the use of soil savers as they are considered impediments to upstream migration of aquatic life. Check with KDOTs Environmental Section prior to
using soil savers. The details for soil savers can be found on Road Design Standard Drawing
RD520.

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Figure 12.9.1-1 Minimum Box Length With Guardrail

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Figure 12.9.6-1 RCB Auxiliary Details (Std BR020b)

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Figure 12.9-3 Typical Culvert Extensions (Std RD080)

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Figure 12.9-4 Bridge Excavation (Std BR100)

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Figure 12.9-5 Alignment & Details for Guardrail Protection on Low Fill Culverts (Std
RD617c)

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Appendix A Kansas Automated RCB System

The Kansas automated RCB system generates plans for site specific reinforced box culverts based
on fill depth.
For reinforced concrete boxes from 3 ft. spans up to and including 20 ft. spans (single, double and
triple cells), the system generates quantities and completed detail sheets.
Plan Sheets Required:
1) One sheet is required for barrel details (including RCB extensions).
2) One sheet is required for wingwall details. Two sheets are needed if a straight and
flared wing are used on a single box.
3) One RCB Auxiliary Detail sheet is required per set of RCB plans.
Request Form: to://kart.ksdot.org/
Users external to KDOT can request box details by filling out a RCB Details Request Form (A
blank copy is included following this section) and returning it to the appropriate KDOT Unit
(Bureau of Structures and Geotectnical Services or Bureau of Local Projects). This form is now electronic
and can be submitted online by placing the e-mail address of the contact person on the form.
Quantity calculations and detail generation are completely automated for all boxes. This includes
barrel and wing details. The system creates completed detail sheets in an Microstation graphics
file and a computer report with pertinent data.
Available Standards:
The reinforced box culverts shown in the chart on the following page are available for use.
These boxes are designed for fill heights ranging from 0 ft. through 50 ft. The following options
are available:
1) Pinned Boxes (RCB) or Rigid Frame Boxes (RFB).
2) 0, 30, or 45 degree skews
3) Flared wingwalls are available for all box heights. Straight wingwalls are available for
box heights 10 ft. and less. (All wingwalls less than or equal to 23 ft. in length are
attached to the exterior wall of box). On skewed boxes, if the long wing is detached
from the wall of the box, the short wing is also detached even though it may be less
than 23 ft. in length.

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Chart showing available box sizes with maximum fill depths

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Chart showing available wing sizes and skews

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Pinned vs. Fixed: (See Section 12.6.4 Practical Considerations for Structure Type)
RCB Details Request Forms (4 pages)
KDOTs automated RCB request forms are available through the KDOT Authentication Resource
Tracking (KART) http://kart.ksdot.org/

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CLARIFICATION OF COMMON MISUNDERSTANDINGS

FIGURES
Figure 1
Figure 2

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Figure 3
Figure 4

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Quantity calculations:
1. Air entrained concrete quantities include the top slab, the hubguards and on skewed extensions, the top edge beam abutting the old
hubguard (See Std. RD080 & RD510 SI). On rigid frame (fixed) boxes, the walls and fillets above the optional construction joint shown
on the details are also air entrained concrete. Epoxy coated resteel includes all "S", "K" and "G" bars.
2. Extensions: The software asks for the "Length of Existing Bottom Slab Beyond Outside Edge of Hubguard." This existing slab serves
as part of the floor for the new extension. (See KDOT Standard Number RD080 & RD510 SI) Concrete corresponding to the volume
(Normal width of box * Dimension A * Slab Thickness) of the existing slab is subtracted from the floor concrete quantities. This is the
only adjustment to the box concrete quantities, even though the existing flared wings and footings would decrease the concrete needed.
The program also adjusts (decreases) the number of F1, F2 and F3 bars and shortens the F4 bars. The length of the vertical wall bars (W1
and W2) over the extension are not adjusted and may need to be shortened in the field.
3. Hubguard concrete quantities are included in the box concrete. "G" bars are included in the box steel quantities.
WIDTH
SPAN HUBGUARD
HUBGUARD HEIGHT
< 16 feet (4.875 m)
9" (230 mm)
1'-6" (455 mm) - (slab thickness)
> 16 feet (4.875 m)
1'-3" (380 mm)
1'-8" (510 mm) - (slab thickness)
For all spans, hubguard height must be > 5" (125 mm).
4. Box Length - On new boxes this dimension is used to calculate quantities. On extensions it is added to the details as information only. Box
length is the total length of the box once construction is complete.
Roadway - The Roadway is added to the details as information only. It is not used in any quantity calculations. The Roadway dimension is the
total roadway once construction is complete.
Extension Lengths - On extensions, this value is used to calculate quantities rather than the box length.
Miscellaneous:
1. Extensions - Match the existing box type (fixed or pinned).
Submit your completed "KDOT STANDARD RCB/RFB DETAIL REQUEST FORM" to:
(State and Federal Projects)
(County and City Projects)

Kansas Dept. of Transportation
Bureau of Local Projects
Attn: Michael Ingalls
Dwight D. Eisenhower State Office Building
700 SW Harrison Street
Topeka, KS 66603-3754

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Kansas Dept. of Transportation

Bureau of Structures and Geotechnical Services
State Bridge Office
700 SW Harrison Street
Topeka, KS 66603-3754
Bridge Section
12 - 66
Design Manual
Sample Output: Automated Reinforced Concrete Box System (4 pages
KKK
KKKK
KKK
KKKK
KKK KKKK
KKK KKKK
KKKKKKK
KKKKK
KKKK
KKKKK
KKKKKKK
KKK KKKK
KKK
KKKK
KKK
KKKK
DDDDDDDDD
DDDDDDDDDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDD
DDDDDDDDDD
DDDDDDDDD
OOOOOOO
OOOOOOOOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOO
OOOOOOOOO
OOOOOOO
TTTTTTTTTTT
TTTTTTTTTTT
TTT
TTT
TTT
TTT
TTT
TTT
TTT
TTT
TTT
TTT
AUTOMATED REINFORCED CONCRETE BOX SYSTEM

SEE SPECIAL ASSIGNMENTS, BRIDGE DESIGN
IF PROBLEMS ARE ENCOUNTERED
Version 7.1.6
1/10/12 Double 16 ft x 14 ft Fixed Box
Project Number:111-2 K-BNCH-04
PAGE NO. 1
Final Data Input to RCB Software

PROJECT NO.
BRIDGE NUMBER
STATION
COUNTY
ROUTE
SERIAL NO.
CELLS
SKEW
SKEW DIRECTION
ROTATION
CELL SPAN
CELL HEIGHT
LENGTH LEFT
LENGTH RIGHT
ROADWAY LEFT
ROADWAY RIGHT
111-2 K-BNCH-04
22.22
1+000
Anderson Co.
111
99
2
45
Left
0
16
14
71.25
76.25
70
75
FALSEWORK INSPECTION REQ'D

No
FLOOR ELEV. BELOW FLOWLINE
NO
FLOOR ELEV. LT.
105.34
FLOOR ELEV. RT.
104.22
CROWN GRADE
130.22
FILL DEPTH
5
EPOXY & AIR
Yes
LEFT WING
Flared
RIGHT WING
Flared
APRON
Yes
SOIL SAVER
No
DESIGN TYPE
Fixed
LEFT EXTENSION
0
RIGHT EXTENSION
0
DOWNSTREAM SIDE
2
FLR. SLAB EXT.
0
Design fill is adjusted to 5 ft.

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PAGE NO. 2
LIST OF BARS FOR BOX

NEW BOX
MARK
SIZE
F1
F2
F3
F4
S1
S2
S3
S4
S5
K1
>>> K1 Bar INFO.
SPACING
in
NUMBER
5
6
7
4
6
6
7
4
4
6
LENGTH
ft
6.0
226
6.0
572
6.0
226
0.0
160
6.0
226
6.0
570
6.0
226
0.0
80
0.0
72
6.00
256
INCREMENT 6.00 in SHORT
34.167
8.916
12.000
37.917
34.167
8.416
14.500
37.917
37.917
18.250
2.500 ft
LONG 34.000
K2
7
6.00
228
>>> K2 Bar INFO. INCREMENT 6.00 in SHORT
20.000
6.000 ft
LONG 34.000
ft
ft
W1
W2
W3
W4
G1
G2
S2
S2
F2
F2
5
6
4
5
8
10
HORIZONTAL LEG
VERTICAL LEG
VERTICAL LEG
HORIZONTAL LEG
12.0
12.0
0.0
12.0
0.0
0.0
=
=
=
=
5.083
3.333
4.333
4.583
298
296
204
296
4
4
15.417
15.417
37.917
15.417
48.333
48.333
ft
ft
ft
ft
NUMBER OF F2 AND S2 BARS ON ONE END OF SKEWED BOX

F2 BARS = 60
S2 BARS = 59
CONCRETE MEMBER THICKNESSES
SLAB
=
FLOOR
=
EXTERIOR WALL =
INTERIOR WALL =
10.500
11.000
10.000
10.000
in
in
in
in
Note: Clearance
top slab =
2.0 in
HUBGUARD + TOP SLAB = 1.667 ft

TOP OF HUBGUARD TO TOP OF WINGS = 5.0 in
LENGTH OF HUBGUARD
= 48.790 ft
LENGTH OF TRIANGULAR SECTION = 34.500 ft

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PAGE NO. 3
FLARED WING COMPUTED BAR DATA

MARK
NUMBER
LENGTH
(ft)
C2
1
48.500
D2
31
6.750
E2
4
41.500
FLARED WING GEOMETRY VALUES

'W' Apron Width = 38.558 ft
'K' Tip to Tip = 98.827 ft
FLARED WING COMPUTED BAR DATA

MARK
NUMBER
LENGTH
(ft)
C2
1
48.500
D2
31
6.750
E2
4
41.500
FLARED WING GEOMETRY VALUES

'W' Apron Width = 38.558 ft
'K' Tip to Tip = 98.827 ft

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PAGE NO. 4
RCB QUANTITIES SUMMARY

GRADE 4.0 CONCRETE (TOTAL) (yd^3)
BOX
LEFT WING
RIGHT WING
APRON
561.384
362.849
85.760
85.760
27.015
GRADE 4.0(AE) CONCRETE (TOTAL) (yd^3)

( TOP SLAB OF BOX)
207.793
FOUNDATION STABILIZATION (TOTAL) (yd^3)

BOX
LEFT WING
RIGHT WING
APRON
SOIL SAVER
164.661
106.843
16.542
16.542
24.735
0.000
PLAIN REINFORCING STEEL (TOTAL) (lb)

BOX
LEFT WING
LEFT WING (WELDED WIRE FABRIC)
RIGHT WING
RIGHT WING (WELDED WIRE FABRIC)
APRON (WELDED WIRE FABRIC)
20611.640
0.000
8931.756
621.201
8931.756
621.201
1505.723
EPOXY COATED REINFORCING STL (TOTAL)(lb)

(BOX)
93920.020
GRANULAR BACKFILL (TOTAL) (yd^3)

LEFT WING
RIGHT WING
758.000
379.000
379.000
FILTER FACBRIC (TOTAL)(SUBSIDIARY)(yd^2)

LEFT WING
RIGHT WING
656.000
328.000
328.000
BR BCK PRT SYS (TOTAL)(SUBSIDIARY)(yd^2)

BOX
583.856
583.856
COST OF BOX (Conc, Reinf, Gran Back, and Fnd Stbl)

COST
COST
COST
COST
OF
OF
OF
OF
CONCRETE
FND STBL
RESTEEL
GRAN BK
TOTAL COST

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=
=
=
=
$
$
$
$
329.00
41.51
0.71
46.00
= $
376079.80
/
/
/
/
yd^3
yd^3
lb
yd^3
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Typical RCB Details (2 sheets)

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Appendix B Wingwall Moment & Reaction Coefficients

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Appendix C LRFD RCB Mathcadd Loads
Example of LRFD Loads for RCB Design
2/24
LRFD Box Culvert Design Guidelines

Input
RCB or RFB (use p for RCB and f for RFB) .......................................
Type "f"
Cell Span measure for inside face of walls, (ft) ..................................
Span 20 ft
Culvert Height measured from the top of floor to bottom of slab. (ft) .....
Height 8 ft
Fill Height from the top of pavement to top of slab,(ft) .........................
H 3 ft
Number of Cell in Structure .............................................................
Cell 2
Unit weight of soil, (pcf) .....................................................................
soil 125
lbf
ft
Coefficient of earth pressure.................................................
ko 0.50
Backfill Type (1.0 soil , 1.15 granular) ............................................
Fill 1.0
Fillet Size ...................................................................................
Fillet 16 in
Database
box_type num_cel
span
height
fill
f
2
20
8
3
f1_size f1_spabar f2_size f2_spabar f3_size
6
5.5
6
6
8
ko
Return Box Geometry From Database

Interior wall thickness,(in)...............................................................
Wall int
8 in
Exterior wall thickness, (in) ...........................................................
Wall ext
9 in
Top slab thickness,(in) ..................................................................
Slabtop
12.5 in
Bottom slab thickness, (in) ............................................................
Slabbot
13.5 in

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3.11.5.5 Equivalent-Fluid Method of Estimating

Rankine Lateral Earth Pressures
The equivalent-fluid method may be used where Rankine earth pressure theory is
applicable. The equivalent-fluid method shall only be used where
the backfill is free-draining. If this criterion cannot be satisfied, the provisions of Articles
3.11.3, 3.11.5.1 and 3.11.5.3 shall be used to determine horizontal earth
pressure.
If the backfill qualifies as free-draining (i.e., granular material with < 5 percent passing a
No. 200 sieve), water is prevented from creating hydrostatic pressure.
12.11.2.4 Distribution of Concentrated Loads in Skewed Box Culverts
Wheel distribution specified in Article 12.11.2.3 need not be corrected for
skew effects.
The span length is not adjusted for skew, it is center-center of the walls perpendicular
to the walls
Bc Cell Span Wall int ( Cell 1 ) 2 Wall ext
z H Height Slabtop Slabbot
z' 0 1 ft z
Loads
Dead Loads
self weight:
The top slab weight is applied to the top of the box. The wall weight and the top slab weight
are applied to the bottom slab in an upward uniform pressure. The bottom slab weight load is
directly applied to the resisting soil.
earth vertical
The design fill is measured from the top of the top slab to the top of the pavement. A soil
structure interaction factor is applied. Article 12.11.2.2.1
F'e 1.0 0.20
Equation 12.11.2.2.1-2
Bc
Fe
F'e if F'e d 1.15

1.15 otherwise
Fe shall not exceed 1.15 for installations with compacted fill along the sides of the
box section, or 1.40 for installations with uncompacted fill along the sides of
the box section.

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embankment construction:
We Fe soil Bc H
Loading per one foot strip
EV
earth horizontial:
0.2
We
B ft
c
ko soil z' ft
p EH ( z')
p EH ( H )
Equation 12.11.2.2.1-1
EV
kip
ft
Equation 3.11.5.1-1
kip
ft
0.4
EHtop p EH ( H )
p EH ( z)
0.8
kip
ft
EHbot p EH ( z)
Live Loads (Article 12.11.2.1)

Article 3.6.1.3 Application of Design Vehicular Live Loads
3.6.1.3.3 Design Loads for Decks, Deck Systems, and the Top Slabs of Box
Culverts
For top slabs of box culverts of all spans and for all other cases, including
slab-type bridges where the span does not exceed 15.0 ft., only the axle
loads of the design truck or design tandem.
Article 3.6.1.2.6 Distribution for Wheels Through Earth Fill
Live load shall be considered as specified in Article 3.6.1.3. Distribution of wheel loads
and concentrated loads for culverts
Multiple presence Factor Article 3.6.1.1.2, Distribution of wheel loads and concentrated
loads for culverts with less than 2.0 ft.of fill shall be taken as specified in Article
4.6.2.10. For traffic traveling parallel to the span, box culverts shall be designed for a
single loaded lane with the single lane multiple presence factor applied to the load.

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Article 4.6.2.10.2 Case 1: Traffic Travels Parallel to Span

When traffic travels primarily parallel to the span, culverts shall be analyzed for a single loaded lane
with the single lane multiple presence factor.
MPF 1.2
Multiple Presence Factor..... (Article C12.11.2.1)....................................

The axle load shall be distributed to the top slab for determining moment,
thrust, and shear as follows:
Perpendicular to Span (width)
Eflow
96 1.44 Span in Equation 4.6.2.10.2-1
ft
10.4 ft
Eflow
E = equivalent distribution width perpendicular to span (in.)

S = clear span (ft.)
Distribution for Wheels Through Earth Fill (contact area factor) .................
LLDF 1.00
Tire contact area (10 in x 20 in) parallel to span......................................
Lt 10 in
Parallel to the Span (length):

Espan Lt LLDF H
Equation 4.6.2.10.2-2
3.8 ft
Espan
Espan = equivalent distribution length parallel to span / axle (in.)

LT = length of tire contact area parallel to span, as specified in Article 3.6.1.2.5 (in.)
LLDF = factor for distribution of live load with depth of fill, 1.15 or 1.00, as specified in Article 3.6.1.2.6
H = depth of fill from top of culvert to top of pavement (in.)
Loading patch E x Espan

TruckE
Article 3.6.1.2.6
TandemE
32 kip MPF ft
E E
flow span
50 kip MPF ft
E E
flow span
TruckE
TandemE
0.963
kip
ft
1.505
kip
ft
In lieu of a more precise analysis, or the use of other acceptable approximate methods of
load distribution permitted in Section 12, where the depth of fill is 2.0 ft. or greater,
wheel loads may be considered to be uniformly distributed over a rectangular area with
sides equal to the dimension of the tire contact area, as specified in Article 3.6.1.2.5, and
increased by either 1.15 times the depth of the fill in select granular backfill, or the depth
of the fill in all other cases. The provisions of Articles 3.6.1.1.2 and 3.6.1.3 shall apply.
Where such areas from several wheels overlap, the total load shall be uniformly distributed
over the area

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Distribution of Load to Top Slab

Truck & Tandem
Dist. of LL in the RCB width direction (flow)
DistW 20 in LLDF H 6 ft
DistW
10.7 ft
Dist. of LL in the RCB length direction (span)

Truck
DistrL_TR 10 in LLDF H
DistrL_TR
Tandem
DistrL_T 10 in 4 ft LLDF H
DistrL_T
3.8 ft
7.8 ft
Loading patch DistW x DistL_TR or DistL_T

(Single HS 32 kip axle or 50 kip Double Tandem )
Truckfill
Tandemfill
32 kip MPF ft
Dist Distr
W
L_TR
Truckfill
50 kip MPF ft
Dist Distr
W
L_T
Tandemfill
0.939
kip
ft
0.718
kip
ft
For single-span culverts, the effects of live load may be neglected where the depth of fill is more
than 8.0 ft. and exceeds the span length; for multiple span culverts, the effects may be neglected
where the depth of fill exceeds the distance between faces of end walls.

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Controlling Live Load Effect (s):

LL truck
0 if H ! 8 ft Cell = 1
0 if H ! Cell Span Wall int ( Cell 1 ) Cell ! 1
TruckE if H 2 ft
0.939
LL truck
kip
ft
Truckfill if H t 2 ft
Distrtruck
Espan if H 2 ft
DistrL_TR otherwise
LL tandem
Distrtruck
3.8 ft
LL tandem
0.718
0 if H ! 8 ft Cell = 1
0 if H ! Cell Span Wall int ( Cell 1 ) Cell ! 1
TandemE if H 2 ft
kip
ft
Tandemfill if H t 2 ft
Distrtandem
Espan if H 2 ft
DistrL_T otherwise
Distrtandem
7.8 ft
Fatigue uses only one truck / MPF and fixed axle of 30 ft.
LL fat
LL truck
MPF
LL fat
0.8
kip
ft
Note: RCB design does not require fatigue check

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12.11.2.3 Distribution of Concentrated Loads to

Bottom Slab of Box Culvert
The width of the top slab strip used for distribution of concentrated wheel loads, specified
in Article 12.11.2, shall also be used for the determination of moments, shears, and thrusts
in the side walls and the bottom slab.
C12.11.2.3
Restricting the live load distribution width for the bottom slab to the same width used for the
top slab provides designs suitable for multiple loaded lanes, even though analysis is only
completed for a single loaded lane (as discussed in Article C12.11.2.1).
Impact Loading (Article 3.6.2.2)

The live load dynamic allowance for culvert and shall be taken as:
DE = the minimum depth of earth cover above the structure, (ft)
IM = dynamic allowance, (%) > 0 %
DE
All Limit States
IM
33 1.0 0.125 DE
100
1 if
H
ft
33 1.0 0.125 DE
100
1 t 1.0
Equation 3.6.2.2-1
1.0 otherwise
IM
1.21
Fatigue Limit State
IMfat
15 1.0 0.125 DE
100
1 if
15 1.0 0.125 DE
100
1 t 1.0
Table 3.6.2.1-1
1.0 otherwise
IMfat

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Live Load Surcharge (LS) Article 3.11.6.4

A live load surcharge shall be applied where vehicular load is expected to act on the
surface of the backfill within a distance equal to one-half the wall height behind the back
face of the wall. If the surcharge is for a highway, the intensity of the load shall be
consistent with the provisions of Article 3.6.1.2.
Modified Boussinesq for Point

H1
( 1.0ft ) if H 1.0ft
H1
3 ft
H otherwise
Note: This is taken at the max. location in plan using
the Tandem = 25 kip.
HLL H1 Height
Total heigth of the Wall (ft).......
HLL
11 ft
HLL
HLL 12
1 y 1
1
ft
ft
x 1
Depth Below the Wheel (ft).......
x 1
( x 1 )
Distance(s) from Wall Face (ft)............
1 y
1
12
ft
( y 1 ) ft
Point Load (kip)....................... QL 25kip

n
Dimensionless Parameters......
Z
H1
m
X
H1
Modified Boussinesq Equation
x y
x1
0.28 n
0.16 n 2
x1
if m
1 y
nx1
m 2 n 2
1 y x 1
1.77 m
1 y
0.4
otherwise
QL
F
H 2
1
pLL

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The increase in pressure (in ksf) as a function of Depth for Point Load
0
Resultant of the Pressure Diagram (kip/ ft of wall)
pLL.Res
5
x y
( 0ksf ) if Z
pLL
Zx 1
x y
x 1
H1
otherwise
10
15
1.5u 10
pLL
x 5
Equivalent Uniform Surcharge per foot of width on Exterior Wall
Numerical Integration for the pressure on the wall ......
wLL
1 y
pLL.Res
Height
Res stack
ft
Maximum Effect from moving the Tadem ..........
max wLL
y 1
ft ft
12
wLL
0.173
ft
kip
kip
ft
Reduction Due to Earth Pressure (Article 3.11.7)

For culverts and bridges and their components where earth pressure may reduce effects
caused by other loads and forces, such reduction shall be limited to the extent earth
pressure can be expected to be permanently present. In lieu of more precise information,
a 50 percent reduction may be used, but need not be combined with the minimum load
factor specified in Table 3.4.1-2.

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Water Loads (Article 3.7)

y 0 1 ft Height
Designers need to consider load cases where the culvert is full of water as well as cases
where the culvert is empty. A simple hydrostatic distribution is used for the water load:
The vertical water force is assumed pass directly into the foundation material
water 62.4 pcf

p WA ( y )
( Height y ) water ft
p WA ( 0 )
0.499
p WA ( Height )
kip
WA p WA ( 0 )
ft
0.000
kip
ft
Design Considerations
I 1.00
Load Modifiers Ductility........................... 1.00
Redundancy .................. 1.05
Importance .................... 1.00
D 1.00
R 1.05
12.5.4 Load Modifiers and Load Factors

Load modifiers shall be applied to buried structures and tunnel liners as specified
in Article 1.3, except that the load modifiers for construction loads should be
taken as 1.0. For strength limit states, buried structures shall be considered
non redundant under earth fill and redundant under live load and dynamic
load allowance loads. Operational importance shall be determined on the basis
of continued function and/or safety of the roadway.
Load modifier for EV is 1.05 and 1.00 for LL + IM
Wall Thickness
Interior wall thickness,(in)...............................................................
Wall int
8 in
Exterior wall thickness, (in) ...........................................................
Wall ext
9 in
Top slab thickness,(in) ..................................................................
Slabtop
12.5 in
Bottom slab thickness, (in) ............................................................
Slabbot
13.5 in

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Loading Summary:
Earth Loads
_____________________________________________________________
Vertical ...............(entire top slab)................................
Horizontal Pressure .................................... top ..........

Horizontal Pressure ....................................bottom .......
Live Loads
0.380
EV
EHtop
EHbot
kip
ft
0.188
kip
0.823
kip
ft
ft
_____________________________________________________________
Controlling Uniform Distributed LL ................................
Length of Uniform Distributed LL in the Span Direction ....
0.939
LL truck
ft
LL tandem
0.718
Distrtruck
3.8 ft
Distrtandem
Horizontal surcharge ...( uniform on Ext. Walls)..............
kip
max wLL
kip
ft
7.8 ft
0.173
kip
ft
Fatigue Loads ___________________________________________________________
Uniform Distributed Fatigue Load ................................

Impact
LL fat
kip
ft
________________________________________________________________
Dynamic Allowance for Truck and Tandem............................. IM

Dynamic Allowance for Fatigue............................................
Water
0.783
IMfat
1.21
1.09
________________________________________________________________
Hydrostatic Water Pressure at the Bottom of the Ext. Walls ...
WA
0.499
kip
ft
Note: Based on using a one foot strip for design.

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Appendix D Doubly Reinforced and Shear Capactiy of Concrete
Investigate Shear Capacity of Concrete Slab Under Earth Fill
January 6, 2012
Purpose: Hypothesize that shear capacity of concrete slabs under earth fill is greater than current
AASHTO specifications allow.
Doubly Reinforced Concrete Section With Moment and Axial Loads Less than Ultimate Strength
Figure 1
F
Nu As fs = A's f's
=0
M
Nu d
=0
h
2
1 b k d A' f
2
s
c
e = A's f's ( d d')
1 b k d A' f d k d
2
s
c
Where:
Nu ..................................... Applied Axial Force
Mu ..................................... Applied Moment
kd...................................... Depth to the Neutral Axis
fc = Ec c
fs = Es s
f's = 2 Es 's
Due to creep and nonlinearity use 2n for compression steel
Input:
v 0.85
fy 60ksi
c 0.8
Es 29000ksi
fc 4ksi
Vp 0kip
f 0.9
M u 28.375kip ft
Vu 29.37kip
b v 12in
h 11in
Vs 0kip
d v 7.92in
Vc 14.57kip
d e 8.5in
Nu 4.17kip
d'e 2.0in
As 1.58in
A's 1.896in
d'' d e
e
Mu
Nu
h
2
d''

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d''
3 in
84.655 in
p
e
de
9.959
Ec 33 145
1.5
fc
psi
psi
As
p'
bv de
n
Es
Ec
A's
bv de
n
7.958
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Guess:
Design Manual
The following was derived from Figure 1 for a cracked, doubly-reinforced concrete section using
The equations from ACI Publication SP-3 "Reinforced Concrete Design Handbook - Working
Stress Method" Third Edition, 1965:
j 0.84502
i
de
1j
1.093
m n p i ( 2n 1 ) p'
q n p i ( 2n 1 ) p'
z
de
k
1
d'e
m 2q m
( 2n 1 ) A's
k bv de
1
2
k de
( 2n 1 ) A's
k bv de
1
1
0.412
0.2
0.34275
d'e
d'e
k de
k de
d'e
0.452
j (1 z k)
c k de
2.913 in
0.84502
Once j = guessed value, continue...
Calculate the Stresses:

fs
fc
Nu
j As i
fs
n
e
de
1 k
d'e
k d
e
f's 2 fs
1

k
Sum of the Forces:

Nu
4.17 kip
Mu
28.375 kip ft
2
2
fs
28.467 ksi
s
fc
1.865 ksi
c
f's
9.308 ksi
's
fc b v k d e f's A's fs As
fs
Es
fc
Ec
f's
Ec
0.00098162
0.0005119
's
0.00255427
5.279 kip
h k de
h
h

f's A's d'e fs As d e
2
3
2
2
fc b v k d e
28.698 kip ft
Close enough. So OK.

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Now that the stresses and strains are calculated, try to justify higher shear capacity for this section. The section defined
above fails for the applied shear load. For Article 5.8.3.4.2 let us try using the actual calculated strain to solve for shear.
Article 5.8.3.4.2
ag 0.75

4.8
51
1 750 s
39
V.c 0.0316
fc
ksi
sxe
sxe
29deg 3500deg s
12 in
16.606 kip
V.c
1.38
ag 0.63
2.765
in
ksi b v d v
sxe max 12in min d e d'e d v
v V.c
32.436 deg
Vu
Vr < Vu
14.11 kip
29.37 kip
Still No Good.
This helps some, but Vs still = 0 and Vr is not greater than Vu. Let us see how much shear capacity is left in the existing
reinforcing in dowel action. Article 5.10.11.4.4 allows for dowl action in a compression memember.
Article 5.10.11.4.4
Use leftover As for Dowel Action. Concrete shear, Vc = 0 but is replaced by the 0.75*Nu term in this calculation.
Notice, we used a 0.6 factor on the available area for shear that is missing in AASHTO and ACI.
fy f's
fy
fy fs
fy
As_comp_leftover A's
As_comp_leftover
As_tension_leftover As
2
1.602 in
As_tension_leftover
0.83 in
Avf As_tension_leftover As_comp_leftover

Vn 0.6 Avf fy 0.75 Nu
Vn
90.688 kip
Vr v Vn
Vr
77.08 kip
Vu
29.37 kip
Vr > Vu
This helps as well, but since we don't strictly fall into the category of Article 5.10.11.4.4 for an RCB, the following approach
will be followed:
V.s 0.6 As_tension_leftover As_comp_leftover fy
Vc
(Concrete shear from unrefined method)

14.57 kip
V.r v V.s Vc
Conclusion:
V.r
86.81 kip
Vu
29.37 kip
Vr > Vu
Using a more refined tension strain with the above relationship may yield higher values for calculating shear
capacity. AASHTO 5.10.11.4.4 allows for dowel action in a compression member at an extreme event limit
state. For concrete slabs under earth fill, using the left over tension and compression A s can enhance the
shear capacity in the section. The conclusion is that KDOT will design our slabs for maximum moment and
check the ultimate shear capacity of the section based on the left over A s using the above method.

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Appendix E Miscellaneous Example Details

Traffic directly on top of bridge approach slab rest. Sidewalk/Barrier/Fence Details

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13 RAILINGS
Table of Contents
13.1 General ...................................................................................................................1
13.2 Design Requirements .............................................................................................1
13.3 Curbs ......................................................................................................................2
13.4 Railings/ Barriers ....................................................................................................2
13.5 Fencing .................................................................................................................24
13.6 Sidewalks .............................................................................................................30
13.7 Temporary Barrier ................................................................................................34
13.8 Light Standard Support ........................................................................................38
13.9 Americans with Disabilities Act Accessibility Guidelines ..................................42
13.10 Guard Fence - Bridge Rail Transition ................................................................45
13.11 KDOT BRIDGE RAIL POLICY .......................................................................45
List of Figures
Figure 13.4-1 Kansas Bridge Summary Sheet (A) .........................................................................5
Figure 13.4-1 Kansas Bridge Summary Sheet (B) .........................................................................6
Figure 13.4-3 Guidelines for the 32" Kansas Corral Rail (Std. BR182C) .....................................8
Figure 13.4-4 Guidelines for the 32" Kansas Corral Rail (Std. BR182E) .....................................9
Figure 13.4-5 Guidelines for the 27" Kansas Corral Rail (Std. BR183A) ...................................10
Figure 13.4-6 Guidelines for the 27" Kansas Corral Rail (Std. BR183D) ...................................11
Figure 13.4-7 Guidelines for the 27" Kansas Corral Rail (Std. BR183E) ...................................12
Figure 13.4-8 Guidelines for the F4 Barrier Curb (Std. BR184A) ..............................................13
Figure 13.4-9 Guidelines for the F4 Barrier Curb (Std. BR184B) ..............................................14
Figure 13.4-10 Kansas Corral Rail Quantities (27") ....................................................................15
Figure 13.4-11 Kansas Corral Rail Quantities (32") ....................................................................16
Figure 13.4-12 F-Shape Barrier Curb Quantities (32") ...............................................................17
Figure 13.4-13 F-Shape Barrier Curb Quantities (42"& 51 - Vertical Face) .............................18
Figure 13.4-14 F-Shape Barrier Curb Quantities (42" & 51" Sloping Face) ...............................19
Figure 13.4-15 Typical 51" F-Shape Barrier Curb Details ..........................................................20
Figure 13.4-16 Kansas Barrier Summary Sheet (A) ....................................................................21
Figure 13.4-16 Kansas Barrier Summary Sheet (B) ....................................................................22
Figure 13.4-17 32 Corral Rail with Expansion Joint ..................................................................23
Figure 13.5-1 Railroad Overpass Fencing ...................................................................................25
Figure 13.5-2 Railroad Overpass Fencing ....................................................................................26
Figure 13.5-3 Pedestrian Fence Details (Std. BR170) ..................................................................27
Figure 13.5-4 Railroad Fence Details (Std. BR171) .....................................................................28
Figure 13.5-5 Railroad Pededtrian Protective Fence (UP & BNSF RR) (Std. BR171A) .............29
Figure 13.6-1 5-0 Bridge Sidewalk (Design Speed > 40 mph) ...............................................31
Figure 13.6-2 5-0 Bridge Sidewalk (Design Speed < 40 mph) .................................................32
Figure 13.6-3 Bicycle Safety Railing ...........................................................................................33
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Figure 13.7-1 Anchorage of Type F3 Temporary Safety Barrier to Bridge Deck ........................35
Figure 13.7-2 Barrier Protection for Repair Projects ....................................................................36
Figure 13.7-2 Temporary Expansion Barrier ...............................................................................37
Figure 13.8-1 Lighting Standard Support Without Sidewalk (Preferred) ....................................38
Figure 13.8-2 Lighting Standard Support Without Sidewalk (Alternate) ...................................39
Figure 13.8-3 Lighting Standard Support With Sidewalk (Preferred) .........................................40
Figure 13.8-4 Lighting Standard Support With Sidewalk (Alternate) .........................................41
Figure 13.9-1 Plate Over Expansion Joint ....................................................................................43
Figure 13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG) .................44
Figure 13.11-1 Details of Thrie Beam Guard Fence Transition (Std. RD613) ............................49
Figure 13.11-2 Gutter Detail at Bridge Ends (Std. RD614) .........................................................50
Figure 13.11-3 W-Beam with Rubrail Bridge Approach Transition (Std. RD615) .....................51
Figure 13.11-4 W-Beam with Rubrail Bridge Approach Transition Details (Std. RD616) .........52
Figure 13.11-5 Thrie Beam Bridge Approach Transition (Std. RD612) ......................................53
Appendixs
Appendix A Historic Rail .............................................................................................................54
Appendix B KDOT 3R Standard Bridge Rails ........................................................................66
Appendix C Non Standard Rails ..................................................................................................70

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13 RAILINGS
13.1 General
Section 13 of the LRFD Specifications addresses the design of railings. "Railings" are used as a
generic term in the specifications. Railings include outside traffic safety barriers or parapets as
well as medians and bicycle and pedestrian railings.
The design requirements for railings utilized on KDOT bridges have undergone changes in recent
years as the Federal Highway Administration (FHWA) has established crash-testing requirements
and AASHTO Specifications have been revised. Additionally, a desire for more attractive railings
has influenced the style of railings on projects where aesthetics is a consideration. Please discuss
at field check as KDOTs participation will be limited in scope and dollar amount percentage.
Minimal aesthetic enhancement is allowed where it makes sense such as in high visiblity urban
areas. Aesthetic enhancements should be limited to durable items such as form liners and concrete
coloring. High maintenance aesthetics such as surface staining/painting and ornate railings should
be avoided. Aesthetic enhancements, if used, should stay below 5% of the structure cost and be
appropriate for the location. If ornate railings are requested by cities and approved for use in the
project, an agreement will be established limiting the responsibility for maintenance, by the state,
to structural concerns only.
Incidences involving objects thrown from railroad overpasses onto rail traffic below has led to
the adoption of protective screening requirements by the railroad. The rapid increase in bicycle
trails and traffic has increased attention on bicycle railings. This section of the LRFD Bridge
Design Manual details our policies regarding the design of bridge railings for KDOT projects.
13.2 Design Requirements

The design of newly constructed bridge railings must conform to the requirements of the latest
edition of the "AASHTO LRFD Bridge Design Specifications" as given in Section 13. This specification gives geometric and strength requirements and also requires crash testing. FHWA
requires all bridges carrying traffic on the National Highway System (NHS) to be crash tested
regardless of speed, in accordance with NCHRP Report 350 Recommended Procedures for the
Safety Performance Evaluation of Highway Features. There are six levels of service and testing
depending on vehicle size and speed. FHWA maintains a list of crash tested railings.
Crash testing requirements may be waived if an analytical evaluation shows the railing to be crash
worthy. This allows minor changes to crash tested railings without having to go through the time
and expense of crash testing. For bridges on the NHS any such evaluation must be approved by
the FHWA.
Crash testing has shown that during impact vehicles slide along the top of the railing and parts of
the vehicle, especially the boxes on trucks, extend beyond the face of the railing a considerable
distance. Attachments to bridge railings, such as architectural metal railings, noise wall panels or

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objects just behind the railing (such as light poles), must address safety concerns presented by this
encroachment including:
1)Snagging on posts - which can result in the attachment (i.e., post) penetrating the
occupant compartment or causing the vehicle (i.e., hood) to penetrate the cab.
2)Spearing - objects, such as a horizontal railing member, penetrating windshields
and injuring occupants.
3)Debris falling onto traffic below. (i.e., impacted noise wall panels)
Attachments within the area of encroachment shall be designed to break away before severely
damaging the vehicle, contain any debris from damaging traffic below, and have no members,
such as rail ends, which might spear the occupant compartment. Ends of rails shall be sloped at
45 degrees or flatter to reduce the chance of spearing. Posts shall be setback from the face of railing to minimize snagging.
Small sections of curb or sidewalk placed in front of railings cause vehicles to vault up onto the
railing. For this reason sidewalks with a projection between 9" and 3'-6" from the face of railing
are not allowed and curb heights are limited to a maximum of 8".
13.3 Curbs
Where curb and gutter sections are used on the roadway approach, a closed section of rail on the
bridge should match the road curb, except it may exceed the road curb height on the approach.
Bridge curbs serve mainly the purposes of drainage control and in limited capacity to delineation
of pedestrian walkways. Curbs shall be designed in accordance with Article 13.7. Current KDOT
policy is not to use brush curbs on bridges other than for city streets with speed limits less than or
equal to 40 mph and not designated as a school routes or bike paths.
13.4 Railings/ Barriers

The primary purpose of traffic railing or barrier is to contain the average vehicle using the structure. Consideration should also be given to protection of the occupants of a vehicle in collision
with the railing and protection of other vehicles near the collision or persons and vehicles on roadways underneath the structure.
Bridge railings on bridges on Federal-aid projects must be (or have been) crash tested and meet
the acceptance criteria in NCHRP Report 350 Recommended Procedures for the Safety Performance Evaluation of Highway Features. This document includes six different Test Levels. Kansas will use a minimum of TL-4 for bridge rails on state routes.
For structures with existing railing the Remain- In-Place (RIP) requirements follow KDOTs 3R
Policies found in Appendix B KDOT 3R Standard Bridge Rails
Current KDOT designs utilize one of two types of railing, either the Corral Railing, or the Barrier Rail type. Refer to 13.11 KDOT BRIDGE RAIL POLICY for type to be used for each situation.

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The corral-type rail may be either an open section or a closed section, depending upon whether or
not bridge drainage at the curb line is a requirement. Most rural bridges using the corral railing
will be of the open type, which allows bridge drainage over the side.
For overpass bridge structures over a railroad, highway, or a local road, no drainage is allowed to
drop on the railroad right-of-way or the shoulder-to-shoulder width of the road underneath. For
long overpass bridges, openings may be provided for drainage over protected berm slopes; use
details similar to those shown in the Bridge Design Standard BR104d .
The common height of the Kansas Corral Rail is 27 or 32 inches. The common heights of the Barrier Rail is 32, 42, 51 or 54 inches. The preferred railing is the 32 inch Kansas Corral Rail or the
32 inch F4 Barrier Rail. Bridges on curves with a radius of 500 ft. or less should have a rail
height of 42 inches on the extrados as an additional safety precaution. The 51 inch Barrier Rail is
used in the median as a glare barrier and a 54 barrier mounted to the shoulder is use for pier protection.
For railroad overpass structures the barrier height is a function of the shoulder width. Use a 32"
barrier with 6-0 shoulders and use 42" with 4-0 shoulders. Provide the 42" barrier for the 40 shoulders for a distance of 25-0 from centerline of track or access road. (See Figure 13.5-1
Railroad Overpass Fencing).
Transitions for different height rails will be 12:1 maximum. Adjacent structures with a median
gap of two feet or less are considered one structure with a closed median. Adjacent structures
more than two feet apart are treated as individual structures.
Sample standard rail details shown in the following graphics are intended for use on either slab
bridges or girder bridges; with or without curbs. They are detailed so they can be inserted directly
into a set of plans.
At locations in the rail were discontinuities occur, such as at bridge expansion joints and at end
sections without an end block, half the reinforement spacing from that shown on the design standard for the F4 barrier. Provide this extra reinforcement for a length equal to the depth of the
vertical break.
Railing types are ranked by a Testing Level (TL- X) designation to indicate the level of protection
a rail provides. The larger the number in the (X) position the greater the protection.
Table A13.3-1 indicate the forces and loading geometry for the given test levels. In the past, the
designation used for this same reason was Performance Level (PL-X), this designation is no longer used.

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KDOT Rail Summary

Type
Testing
Application
27
Corral Rail
PL-1 /TL-2
BoLP
32
Corral Rail
or Barrier
PL-2 /TL-4
State System
Pier Protection
42
(32+10)
Barrier
PL-2 /TL-4
RR/Glare
Pier Protection
42
Barrier
PL-3 /TL-5
Pier Protection /
Curves
51
(32 + 19)
Barrier
PL-2 /TL-4
Median/Glare
54
(42+12)
Barrier
PL-3 /TL-5
Pier Protection
Shoulder or
Median
If the design of the structure includes a sidewalk, a concrete barrier rail will be used between the
traveled way and the sidewalk. For State routes with design speed less than or equal to 40 mph,
the minimum height of the separator railing above the sidewalk shall be 24 inches and the railing
surface shall be smooth to avoid snag points for pedestrians or cyclists, See Figure 13.6-2 5-0
Bridge Sidewalk (Design Speed < 40 mph) for additional details. The exception previously noted
is for locally owned structures with speeds less than or equal to 40 mph and not located on a
school walk route for which current Figure 13.7.1.1-1 may be considered for use. For design
speeds over 40 mph or if a high volume of bike traffic is expected and the risk involved if a cyclist
would fall over the separator is great, use a minimum railing height of 42 inches. A height of 42
inches would enable a falling cyclist to grasp the railing. See Figure 13.6-1 5-0 Bridge Sidewalk (Design Speed > 40 mph) for additional details.
The height of the railing on the outside edge of the sidewalk shall be a minimum of 42 inches for
pedestrians and a minimum of 54 inches for bicycles.
To obtain the height of 42 inches on the outside of the sidewalk, a metal rail on top of a concrete
riser or a short height of chain link fence may be used Figure 13.6-3 Bicycle Safety Railing.

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Figure 13.4-1 Kansas Bridge Summary Sheet (A)

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Figure 13.4-1 Kansas Bridge Summary Sheet (B)

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Figure 13.4-2 Guidelines for the 32" Kansas Corral Rail (Std. BR182B)

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Figure 13.4-3 Guidelines for the 32" Kansas Corral Rail (Std. BR182C)

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Figure 13.4-4 Guidelines for the 32" Kansas Corral Rail (Std. BR182E)

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Figure 13.4-5 Guidelines for the 27" Kansas Corral Rail (Std. BR183A)

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Figure 13.4-6 Guidelines for the 27" Kansas Corral Rail (Std. BR183D)

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Figure 13.4-7 Guidelines for the 27" Kansas Corral Rail (Std. BR183E)

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Figure 13.4-8 Guidelines for the F4 Barrier Curb (Std. BR184A)

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Figure 13.4-9 Guidelines for the F4 Barrier Curb (Std. BR184B)

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Figure 13.4-10 Kansas Corral Rail Quantities (27")

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Figure 13.4-11 Kansas Corral Rail Quantities (32")

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Figure 13.4-12 F-Shape Barrier Curb Quantities (32")

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Figure 13.4-13 F-Shape Barrier Curb Quantities (42"& 51 - Vertical Face)

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Figure 13.4-14 F-Shape Barrier Curb Quantities (42" & 51" Sloping Face)

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Figure 13.4-15 Typical 51" F-Shape Barrier Curb Details

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Figure 13.4-16 Kansas Barrier Summary Sheet (A)

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Figure 13.4-16 Kansas Barrier Summary Sheet (B)

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Figure 13.4-17 32 Corral Rail with Expansion Joint

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13.5 Fencing
It is KDOTs practice to provide an economical, functional and durable fencing system for structures over the railroad track area or with pedestrian sidewalks. Chain link fence on bridges over
the Interstate in urban areas shall be 6-0 high.
Over railroads, provide a straight chain link fence on the barrier to a height of 10-0 on both sides
for all highway overpass structures. When a sidewalk is involved, provide a 8-0 high chain link
fence with a curved top. Examples of rail and fence are shown on Figure 13.5-2 Railroad Overpass Fencing.
For handrails to be painted, a duplex system is reccomended. Duplex is a galvanized base coating
which has powder coating as the top surface. For pedestrian and architectural fencing a duplex/
PVC system is reccomended. The woven chain link fence is galvanize, then dip coated in PVC.
The posts and all hardware are galvamized then powder coated. The designer will select either
galvanized or duplex coating. If duplex is choosen, the designer will select either black, green or
dark green as the color.
Use a leveling nut detail to attach all hardware, devices, fencing, plates or rails to concrete members using a detail similar to the detail shown in Figure 13.6-3 Bicycle Safety Railing.
For grade separation structures over major routes, use either a corral rail with closed panels over
traffic lanes or use a barrier rail to prevent snow, during snow plowing operations, from squeezing
out through the open panels and landing on passing traffic below the bridge. This is especially
important for fly-overs at multi-level interchanges.
See Figure 13.9-1 Plate Over Expansion Joint for policy on plating expansion gaps in railing and
barriers.
Fencing will be designed to resist, as a minimum, Article 13.8.2 loads and conditions.

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Figure 13.5-1 Railroad Overpass Fencing

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Figure 13.5-2 Railroad Overpass Fencing

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Figure 13.5-3 Pedestrian Fence Details (Std. BR170)

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Figure 13.5-4 Railroad Fence Details (Std. BR171)

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Figure 13.5-5 Railroad Pededtrian Protective Fence (UP & BNSF RR) (Std. BR171A)

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13.6 Sidewalks
Generally, sidewalks are provided on bridges located in urban areas. Where a sidewalk is a
requirement, it shall have a minimum usable clear width of 5-0 to accommodate bicycles and
vehicles for the handicapped. Pedestrian Overpass structures are to comply with the Americans
with Disabilities Act Accessibility Guidelines concerning maximum grades and handrail
requirements (See 13.9 Americans with Disabilities Act Accessibility Guidelines and Figure
13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG)). Sidewalks on
bridges which have expansion joints will have plates covering the opening. The maximum plate
thickness will be 3/8 and will be attached to one side of the joint with the other side free to move,
see Figure 13.9-1 Plate Over Expansion Joint for example details. Bevel the edges of the plate
with a maximum slope of 3:1 and radius the edge to prevent having an exposed sharp edge. Designated bikeways, which connect to an existing trail or where there is a trail formally planned,
shall have a minimum 8-0 sidewalk width. As a rule, keep pedestrians and bicyclist separated.
Designated bicycle paths or equestrian paths are special cases and will be discussed at the Field
Check.
Handrail:
Handrail will be used on both sides of the sidewalk where the slope exceeds the ADAAG requirements given in the KDOT Rail Summary, this may be terminated where the slope does not exceed
the ADAAG requirements.
Include Handrail on both sides of sidewalks on designated school routes or when requested by
KDOT District Offices.
Loads:
Sidewalk floors, stringers and their immediate supports shall be designed for a liveload of 85
pounds per square foot of sidewalk in accordance with Article 3.6.1.6
Main supporting members and stringer shall have no less carrying capacity than would be
required if no sidewalk existed.
A wheel load is not applied to a sidewalk when the barrier curb is located between the traveled
way and the sidewalk.
Drainage:
Drainage of the sidewalks over streams or unimproved areas may be drained over the side. However, drainage should not be permitted to fall over the side for overpasses and urban areas where
dripping water or freezing snowmelt could create a nuisance. In this case, the drainage should be
carried along an edge lip to the end of the bridge or dropped on unimproved areas. If the bridge
has a deck drain system then slope the sidewalk toward the roadway and use the bridge drainage
system.
All transverse expansion joint openings in the sidewalk shall be bridged with a steel plate.
See previous Section 13.4 Railings/ Barriers for railings to be used with sidewalks.

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Figure 13.6-1 5-0 Bridge Sidewalk (Design Speed > 40 mph)

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Figure 13.6-2 5-0 Bridge Sidewalk (Design Speed < 40 mph)

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Figure 13.6-3 Bicycle Safety Railing

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13.7 Temporary Barrier

See Figure 13.7-1 Anchorage of Type F3 Temporary Safety Barrier to Bridge Deck for guidelines
pertaining to the anchorage of a temporary concrete safety barrier to a bridge deck. For bridges
with expansion joint movements anticipated to be greater than 1 1/2(total) during construction
use RD622c road design drawing standard at bridge expansion and contraction locations. See Figure 13.8-4 Lighting Standard Support With Sidewalk (Alternate).
See Figure 13.7-2 Barrier Protection for Repair Projects for the preferred method of protecting the
end of barriers used on Bridge Repair projects. Crash Cushions must protect the ends of all barriers unless the end of the barrier terminates outside the clear zone. The District is responsible for
traffic control plans, however, the squad chief should be aware of possible violations.

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Figure 13.7-1 Anchorage of Type F3 Temporary Safety Barrier to Bridge Deck
When A is < 2-0:

1) Use Type F3 Barrier (Std. No. RD622).
2) Anchor each 12-6 Barrier unit to the bridge deck by three bolts on the traffic side.
When A is 2-0 < 4-0:
2) Anchor each pin and loop connection to the bridge deck with the strap connector. As
an option, unless otherwise noted on the plans, the contractor may anchor each 12-6
barrier unit to the bridge deck by three bolts on the traffic side.
When A is 4-0:
2) Anchorage to bridge deck is not required, unless otherwise noted in the plans.
Note: For Bridges with greater than of total thermal movement anticipated during construction
use an expansion type barrier system (RD622c) at bridge expansion joint locations. Coordinate
this with Road Design

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Figure 13.7-2 Barrier Protection for Repair Projects

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Figure 13.7-2 Temporary Expansion Barrier

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13.8 Light Standard Support

Refer to figures below for preferred and alternate methods of attaching light standards to barrier
bridge railings.
Figure 13.8-1 Lighting Standard Support Without Sidewalk (Preferred)

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Figure 13.8-2 Lighting Standard Support Without Sidewalk (Alternate)

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Figure 13.8-3 Lighting Standard Support With Sidewalk (Preferred)

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Figure 13.8-4 Lighting Standard Support With Sidewalk (Alternate)

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13.9 Americans with Disabilities Act Accessibility Guidelines

Guidelines for Pedestrian Overpass Bridge Structures for New Construction and Major Reconstruction Projects: (Current as of printing, designer verify)
Bridges with sidewalks
should be equipped with handrails when the sidewalk grade exceeds 5%. (See Figure 13.6-1 50 Bridge Sidewalk (Design Speed > 40 mph).
Pedestrian Overpass Bridges
Pedestrian Overpass Bridges shall be a minimum of 8-0 in width with a maximum cross
slope of 1 in 50 (2%).
For bridges with profile grades less than or equal to 1 in 20 (5%), no special treatment is
required.
Sidewalk slopes greater than 1 in 20 (5%) are considered ramps. Ramps must have a level
landing area of 60 inches in length for every 30 inches of elevation change.
Maximum ramp lengths are 40 feet for ramp slopes greater than 1 in 20 (5%) to less than or
equal to 1 in 16 (6 1/4%); and 30 feet for ramp slopes greater than 1 in 16 (6 1/4%) to less
than or equal to 1 in 12 (8 1/3%).
Handrails are required on both sides of a ramp at a height of 36 inches plus or minus 2 inches.
For bridge profile grades 1 in 15 (6 2/3%) or less the handrail may be parallel to the bridge
profile grade and be within the handrail height limitations. [See Figure 13.9-2 ]
Bridge profile grades greater than 1 in 15 (6 2/3%) will require the handrail be set parallel to
and 36 inches above the ramp profile grade. The maximum ramp profile grade of 1 in 12 (8 1/
3%) may be obtained on a ramp length 30 feet. [See Figure 13.9-2 ]
If the bridge profile grade is 1 in 18 (5 5/9%) or less the ramp length is 40 feet with a slope
between 1 in 17 7/9 (5 5/8%) and 1 in 16 (6 1/4%).
If the bridge profile grade is greater than 1 in 18 (5 5/9%) the ramp length is 30 feet, with a
slope between 1 in 15 3/7 (6 13/27%) and the maximum 1 in 12 (8 1/3%) slope.
For bridge profile grades greater than 1 in 14 (7 1/7%) the maximum ramp slope will exceed
the Americans With Disabilities Act Accessibility Guidelines (ADAAG) requirements. A
Design Exception would need to be requested from the Secretary. Design Exceptions will
only be based on technically unfeasible conditions.
See Figure 13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG) for typical sidewalk and ramp sections, elevations, and handrail details.

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Figure 13.9-1 Plate Over Expansion Joint

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Figure 13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG)

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13.10 Guard Fence - Bridge Rail Transition

For cases in which a guard fence is required, it shall be rigidly attached to the bridge following
recommended details. A guard fence will be used at most locations, however, the final determination should be made during the field check. The standard guard fence transition details are shown
on Figure 13.11-5 Thrie Beam Bridge Approach Transition (Std. RD612).
Many existing guard fence to bridge rail transitions are substandard as compared to the current
treatments. An acceptable modification to existing designs incorporates the use of a rub-rail along
with reduced post spacing near the bridge. See Figure 13.11-4 W-Beam with Rubrail Bridge
Approach Transition Details (Std. RD616) for rub-rail retrofit details.
When a sidewalk leads to and over a bridge, guard fence generally would not be used because of
the difficulty of the geometrics of the guard fence turn-out interfering with the approach sidewalk.
For these locations some form of an approach barrier may be required. For more information reference is made to Full Scale Vehicle Crash Tests on Guardrail - Bridge Rail Transition Designs
by Edward R. Post and to the FHWA Technical Advisories T 5040.26 and T 5040.34 entitled
Guardrail Transitions, Jan. 28, 1988 and June 8, 1993 respectively.
13.11 KDOT BRIDGE RAIL POLICY

The following criteria should be applied when determining the type of bridge rail to adopt for a
particular bridge.
I. The Barrier Curb (Type F4 preferred) should be used as follows:
A. All open span bridges on A and B Routes require a 32" high rail as a minimum. Interchange structures over Interstate highways should consider same.
B. All open span bridges on or over limited access road in Urban areas and with an AADT
greater than 5,000** on the structure.
C. Multi-level interchange structures should consider a 51" high barrier for glare mitigation.
D. If other than A or B routes, refer to Section 13 for the AASHTO LRFD Bridge
Design Specifications to determine Testing Level required. If the Test Level Selection
Criteria indicates a TL-4 level is required, use a 32 high rail. If a TL-5 level is required,
use 42 high Barrier Curb regardless of Route classification.
Other structures shall be determined at the time of field check.
II. The Corral Rail should be used as follows:
A. All open span bridges on A and B route require a 32" high rail as a minimum. Overthe-side drainage is preferred when possible. For RCB/RFB in low fill conditions on A
or B routes use a 32 high bridge rail.

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B. If other than A or B routes, refer to Section 13 for the AASHTO LRFD Bridge
Design Specifications to determine Testing Level required. If the Test Level Selection
Criteria indicates a TL-2 level is required, use a 27 high corral rail. If a TL-4 level is
required, usea 32 high rail. (If TL-5 railing is required, use a 42 Barrier.)
C. All Structures not covered in Section I.
1. Place curbs in spans over Railroads and Traveled Ways.
2. Omit curbs at other locations unless requested otherwise by District at time of field
check.
III. Retrofit or replacement of Bridge Rails shall be made in accordance with Section I and
Section II on existing structures if other work is being done to the structure with Federal
funds (Overlay, Widen, or Major Repairs).
IV. All widened structures shall meet the requirements of Section I or Section II. If a structure is widened on one side only, both rails shall match or be replaced. A determination
should be made during field check.
V. If a rail is to be replaced, it shall be as per Section I or Section II.
VI. Retrofit of different rail types should be as follows:
A. The Safety Curb plus metal rail will need no modification if the height above the gutter
line remains 2'-3 or greater. See Appendix A Historic Rail for examples.
B. The 1'-6 Safety Curb plus offset rail shall be modified or replaced as follows:
(See Appendix A Historic Rail for an example.)
1. Replace on all structures under Section I.
2. Replace on all structures with an AADT greater than 4,000** on the structure and the
posted speed limit is greater than 35 mph. For AADT less than 4,000** but greater
than 2,000; the type of retrofit should be determined consistent with existing conditions.
3. Place double nested guard fence or thrie-beam if AADT is less than 2,000** and the
deck in the overhang is in good condition. If there is considerable overhang deck to be
replaced full depth, then the curb should be replaced.
C. The 9" concrete curb plus offset wall and metal rail shall be replaced if AADT is greater
than 4,000** and the posted speed limit is greater than 35 mph. See Appendix A Historic Rail for an example. For AADT less than 4,000**, the type of retrofit will be determined consistent with existing conditions.

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D. All corral rails without the hooked bar in the post shall be considered for modification or
replacement. See Appendix A Historic Rail for examples. For a hooked bar example, see
Type E in Appendix A Historic Rail.
1. Considerations
a. Bridges under Section I shall have the rail replaced.
b. Bridges with AADT greater than 4,000** and the posted speed limit is greater
than 35 mph shall have the rail replaced.
c. If the deck is to be overlaid using Federal funds and if the plan rail height after
the overlay is less than 2-2, the rail shall be replaced.
d. All other rails will be judged on a case-by-case basis.
Accident rate and geometrics should be considered.
Strength of the existing rail is a consideration.
Most corral rail with curbs built after 1965 are considered adequate unless the
accident rate or site conditions indicate replacement should be considered.
Retrofit with guard rail or thrie-beam is not recommended.
E. Missouri has successfully crashed tested a 32" New Jersey safety shape Barrier which had
been reduced to a 30" Barrier by adding a 2" overlay to the deck. Based on this test and
FHWA approved Barrier rail, KDOT would request a design waiver when overlaying a
bridge constructed with a 32" Barrier Rail.
F. All other types of rails shall be considered on a case-by-case basis.
1. Compare them to the four basic types as outlined above.
a. Bridge rails on bridges with AADT less than 2,000** and rail heights equal to or
greater than 2'-1 should in general be satisfactory.
b. Rails with brush curbs greater than a 9" width (See Appendix A Historic Rail)
shall be modified or replaced if the AADT is greater than 4,000**. Thrie-beam
may be used to modify the brush curb on all but interstate bridges.
VII. All of these rules may be overridden if the existing structure is scheduled to be modified or
replaced within 5 years.

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KDOT Bridge Section has a listing of bridge railings which have passed the crash test criteria
based on NCHRP 230, NCHRP 350 or the performance level criteria found in the 1989 AASHTO
Guide Specifications for Bridge Railings. These railings are acceptable for use on Federal-aid
projects.
Crash Tested Railings:
The 27" and 32" Concrete Corral Rails have been crash tested for the TL-2 and TL-4 level respectivly. The 32" Concrete Barrier has also been crash tested for the TL-4 level.
The Kansas 42" Concrete Barrier is equivalent to the 32" concrete barrier with extra screening.
(TL-4)
A 42" F-shaped concrete barrier has been tested and passed Testing Level 5. See TRB paper
950924, Performance Level 3 Bridge Railings Jan. 1995. If a TL-5 F-Shaped Barrier is
required, recommend reducing the vertical reinforcing spacing from 1-0 to 8".
The 51" Concrete Barrier used in a median is equivalent to the TL-4 Concrete Barrier.
Use a 54 Barrier Rail for new structures to protect substructure elements within the clear zone.
When the distance from the back of the barrier to the element being protected is less than 10-0
per Article 3.6.5, refer to the Appendix A Structure Protection Guidelines in Section 3.11 of the
KDOT LRFD Bridge Design Manual for guidelines.
The standard rails noted above should be used whenever possible. Other crash tested rails may be
used in special cases. Unique designs of bridge rail using Chapter 13 of the AASHTO LRFD
Bridge Design Specifications must be approved by the Bridge Office before use.
**NOTE: The values shown for AADT are for only one structure on divided highways.

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Figure 13.11-1 Details of Thrie Beam Guard Fence Transition (Std. RD613)

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Figure 13.11-2 Gutter Detail at Bridge Ends (Std. RD614)

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Figure 13.11-3 W-Beam with Rubrail Bridge Approach Transition (Std. RD615)

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Figure 13.11-4 W-Beam with Rubrail Bridge Approach Transition Details (Std.
RD616)

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Figure 13.11-5 Thrie Beam Bridge Approach Transition (Std. RD612)

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Appendix A Historic Rail

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Appendix B KDOT 3R Standard Bridge Rails

The table on the following page was taken from the Policies for the Rehabilitation of Highways
and Bridges for Other than Interstate and Freeways on the State Highway System of Kansas
(KDOT 3R Standards), Appendix III, Feb. 14, 1990.
The table lists which bridge rails may Remain-In-Place (R.I.P.) and which rails are to be upgraded
or retrofitted to meet the 3R Standards criteria.
Figure 3.13-1 Kansas Corral Rail Categories for 3R Standards shows the details for the Kansas
Corral Rail Categories from 1958 for use with the 3R Standards.
Figure 3.13-3 Guidelines for the New Jersey Barrier Curb (Std. BR180A) is a listing of Kansas
rail types along with those railings acceptable as Category I railings.
Figure 3.13-3 guidelines for the New Jersey Barrier Curb (Std. BR180A).

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Figure 3.13-1 Kansas Corral Rail Categories for 3R Standards

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Figure 3.13-3 Guidelines for the New Jersey Barrier Curb (Std. BR180A)

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Appendix C Non Standard Rails

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14 EXPAMSION JOINTS AND BRIDGE

BEARINGS
Table of Contents
14.1 General ...................................................................................................................1
14.2 Expansion Joints Types and Usage ........................................................................2
14.2.1 Membrane Sealant ......................................................................................................2
14.2.2 Finger Plate/ Sliding Plate ..........................................................................................7
14.2.3 Modular Joint ...........................................................................................................10
14.2.4 Strip Seal Assembly .................................................................................................11
14.3 Expansion Joints Structural Design ......................................................................12

14.3.1 Expansion Joint Details ............................................................................................12
14.4 Bearing Device General .......................................................................................14

14.5 Material ................................................................................................................15
14.7 Sliding Bearings ...................................................................................................16
14.8 Roller, Rocker, and Pedestal Bearings .................................................................17
14.9 Elastomeric Bearing Devices ...............................................................................18
14.10 Other Bearing Devices .......................................................................................20
14.11 Hardware ............................................................................................................20
List of Figures
Figure 14.2.1-1 Bridge Approach ...................................................................................................3
Figure 14.2.1-2 Approach Slab Joint Table for Steel Bridges ........................................................4
Figure 14.2.1-3 Approach Slab Joint Table for Concrete Bridges .................................................4
Figure 14.2.1-4 Membrane Sealant................................................................................................. 5
Figure 14.2.1-5 Hybrid Joint ...........................................................................................................6
Figure 14.2.2-1 Maximum Finger Plate Gap ..................................................................................7
Figure 14.2.2-2 Finger Plate Expansion Device .............................................................................8
Figure 14.2.2-3 Sliding Plate Expansion Device ............................................................................9
Figure 14.2.3-1 Modular Expansion Device .................................................................................10
Figure 14.2.4-1 Strip Seal Expansion Device (Preferred Details) ................................................11
Figure 14-9 Combination Bearing Device (Steel/Elastomer) .......................................................21
Figure 14-6 Rocker Clearance(See Appendix E Rocker Clearance Calculator) ..........................23
Figure 14-7 Example-Elastomeric Bearing Device ......................................................................25
Figure 14-8 Example- TFE Elastomeric Bearing Device .............................................................26
Figure 14-10 Typical Details of Rocker Bearing Device .............................................................27
Figure 14-11 Typical Details of Bolster Bearing Device .............................................................28
Figure 14-13 Prestressed Girders W/ Expansion Devices ............................................................29
Figure 14-13 Expansion Bearing Friction ....................................................................................30

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Appendixes
Appendix A Longitudinal Temperature Forces and Movements .................................................31
Appendix B Finger Joint Geometry .............................................................................................40
Appendix C Elastomeric Bearing Design Example (Method A) ..................................................43
Appendix D Steel Rocker Example ..............................................................................................45
Appendix E Rocker Clearance Calculator ....................................................................................53

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14 EXPANSION JOINTS AND BRIDGE BEARINGS

14.1 General
Expansion joints and bearings provide mechanisms to accommodate movements of bridges without generating excessive internal forces. This section provides guidance on joint and bearing
selection and the movement and loads that must be used in their designs. See 3.4.4 Thermal Force
Considerations
To determine movements for bearings and joints, the point of fixity must be established for the
bridge or bridge unit. The point of fixity is the neutral point on the bridge that does not move horizontally as the bridge experiences temperature changes. Use the following guidance in determining bridge fixity:
For single span structures, fix the bearings at the low end of the bridge by using an integral
abutment or as conditions allow use a integral abutment on both ends of the bridge.
For two span structures, fix the bearings at the pier and use integral abutments if possible.
For multi span structures on steep grades, use an integral abutment, if possible, on the low
end. Also consider fixing the first pier from the low end to anchor the structure.
Structures with three or more spans need to be examined with respect to the longitudinal stiffness of the bridge. The longitudinal stiffness is a function of the interaction between pier
stiffness, bearing types and joint locations. See Appendix A Longitudinal Temperature
Forces and Movements for an example.
The number and location of expansion joints is determined based on a maximum joint opening of
6 in. in the bridge.
Each bridge or bridge unit shall have fixed bearings at a minimum of one pier to provide
increased resistance to longitudinal movements.
Consider providing fixed bearings at tall pier locations. Some tall or flexible piers may
deflect prior to mobilizing the translational capacity of the bearing.
A combination of fixed, expansion and limited expansion bearings can be provided at the
piers to accommodate the movements for the bridge or bridge units.
When joint openings exceed 6 in., three options are available:
1.The preferred option is to provide additional joints at the piers splitting the superstructure into units.
2. A shelf type hinge may be placed at the dead load inflection point of an interior span.
3. On very rare occasions, and with prior approval, provide modular expansion joints at
bridge ends only.

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Mechanical Expansion Device

Predicting joint movement is an inexact science. It is essential that the joint movement be provided for in the design. Bridges are not constructed under conditions where close tolerances can
be maintained. In addition to movements caused by thermal effects, such factors as creep, shrinkage, moisture content, abutment rotation, and live load rotations can affect the resulting movements. Therefore, to select an expansion device with a movement capacity too close to the
thermal effects only, would not be conservative. For finger, sliding plate, or modular devices,
provide a movement equal to the value calculated for thermal requirements plus at least 1 inch.
This extra allowance is a seating tolerance for field installations. Base movements due to variation in temperature shall be based upon the requirements of Article 3.12.1 for cold climate using
Procedure A. Provide a joint setting schedule for mechanical expansion devices. Show joint
openings for a temperature range from 45oF to 90oF in 15oF increments. Use a reference temperature of 60 F.
14.2 Expansion Joints Types and Usage

The use of an expansion device on a bridge can result in a maintenance problems in the future. It
is KDOT policy to use integral or semi-integral abutments and locate the expansion joint on the
approach pavement instead. Approach pavement joints are to be used for steel bridges with
length of expansion up to 380 ft., and for concrete bridges with length of expansion up to 410 ft.
in length. When the joint opening exceeds 4in. then use a strip seal expansion joint. If a strip seal
is exceeded then the designer will use a hybrid plate joint. See Figure 14.2.1-5 Hybrid Joint
Where conditions require an expansion device on the bridge, at a unit break in the structure, or
when the approach slab joint has been exceeded, use an armored strip seal, finger plate, or sliding
plate with a trough. Modular expansion joints are difficult to install and maintain and have been
less than reliable. Prior approval by the State Bridge Office is required for modular joints. All
expansion joints on bridge decks shall be watertight and prevent deck drainage through the deck
onto the substructure elements.
14.2.1 Membrane Sealant

For movements resulting in openings up to 4 inches the use of a Membrane Sealant type expansion device is preferred, see Figure 14.2.1-2 Approach Slab Joint Table for Steel Bridges for
details. Install the expansion joint Membrane Sealants in the approach slab without armoring
whenever possible. Where expansion joints are located on the bridge deck, use armoring to protect the bridge deck from spalling. Membrane Sealant expansion joints are placed in units
which are five foot in length. This will accommodate large roadway widths or staged construction. When using membrane sealant-type joints in integral or semi-integral abutments place the
gap vs. temperature table on the Bridge Construction Layout Sheet. Create the gap table by
selecting the materials and length of expansion for each abutment. See
Figure 14.2.1-2 Approach Slab Joint Table for Steel Bridges or Figure 14.2.1-3 Approach Slab
Joint Table for Concrete Bridges.

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Figure 14.2.1-1 Bridge Approach

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Figure 14.2.1-2 Approach Slab Joint Table for Steel Bridges
GAP SIZING AT APPROACH JOINT FOR STEEL SUPERSTRUCTURES

6.50E-06
Minimum Gap:
1.5
in
Minimum Gap Temperature:
120
F
Expansion Length (ft)
Temp (F)
100
125
150
175
200
225
250
275
300
325
120
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
350
1 1/2"
110
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
100
1 5/8"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
1 7/8"
1 7/8"
1 7/8"
2"
2"
2"
90
1 3/4"
1 3/4"
1 7/8"
1 7/8"
2"
2"
2 1/8"
2 1/8"
2 1/4"
2 1/4"
2 3/8"
2 5/8"
80
1 3/4"
1 7/8"
2"
2"
2 1/8"
2 1/4"
2 1/4"
2 3/8"
2 3/8"
2 1/2"
70
1 7/8"
2"
2 1/8"
2 1/8"
2 1/4"
2 3/8"
2 1/2"
2 5/8"
2 5/8"
2 3/4"
2 7/8"
60
2"
2 1/8"
2 1/4"
2 3/8"
2 3/8"
2 1/2"
2 5/8"
2 3/4"
2 7/8"
3"
3 1/8"
50
2"
2 1/8"
2 3/8"
2 1/2"
2 5/8"
2 3/4"
2 7/8"
3"
3 1/8"
3 1/4"
3 3/8"
40
2 1/8"
2 1/4"
2 3/8"
2 5/8"
2 3/4"
2 7/8"
3"
3 1/4"
3 3/8"
3 1/2"
3 5/8"
30
2 1/4"
2 3/8"
2 1/2"
2 3/4"
2 7/8"
3 1/8"
3 1/4"
3 3/8"
3 5/8"
3 3/4"
4"
20
2 1/4"
2 1/2"
2 5/8"
2 7/8"
3"
3 1/4"
3 1/2"
3 5/8"
3 7/8"
4"
4 1/4"
10
2 3/8"
2 5/8"
2 3/4"
3"
3 1/4"
3 3/8"
3 5/8"
3 7/8"
4 1/8"
4 1/4"
4 1/2"
2 3/8"
2 5/8"
2 7/8"
3 1/8"
3 3/8"
3 5/8"
3 7/8"
4 1/8"
4 1/4"
4 1/2"
4 3/4"
-10
2 1/2"
2 3/4"
3"
3 1/4"
3 1/2"
3 3/4"
4"
4 1/4"
4 1/2"
4 3/4"
5"
-20
2 5/8"
2 7/8"
3 1/8"
3 3/8"
3 5/8"
4"
4 1/4"
4 1/2"
4 3/4"
5"
5 3/8"
-30
2 5/8"
3"
3 1/4"
3 1/2"
3 7/8"
4 1/8"
4 3/8"
4 3/4"
5"
5 1/4"
5 5/8"
Design Temperature Range

Typical Construction Temperature Range
Figure 14.2.1-3 Approach Slab Joint Table for Concrete Bridges

GAP SIZING AT APPROACH JOINT FOR CONCRETE SUPERSTRUCTURES
6.00E-06
Minimum Gap:
1.5
in
Minimum Gap Temperature:
90
F
Expansion Length (ft)
Temp (F)
100
125
150
175
200
225
250
275
300
325
350
375
400
120
1 1/4"
1 1/4"
1 1/8"
1 1/8"
1 1/8"
1"
1"
7/8"
7/8"
3/4"
3/4"
3/4"
110
1 3/8"
1 3/8"
1 1/4"
1 1/4"
1 1/4"
1 1/8"
1 1/8"
1 1/8"
1 1/8"
1"
1"
1"
7/8"
100
1 3/8"
1 3/8"
1 3/8"
1 3/8"
1 3/8"
1 3/8"
1 3/8"
1 1/4"
1 1/4"
1 1/4"
1 1/4"
1 1/4"
1 1/4"
5/8"
90
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
1 1/2"
80
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 5/8"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
1 3/4"
60
1 3/4"
1 3/4"
1 7/8"
1 7/8"
1 7/8"
2"
2"
2 1/8"
2 1/8"
2 1/4"
2 1/4"
2 1/4"
2 3/8"
50
70
1 3/4"
1 5/8"
1 7/8"
1 5/8"
1 7/8"
2"
2 1/8"
1 3/4"
2 1/8"
1 7/8"
2 1/4"
1 7/8"
2 1/4"
1 7/8"
2 3/8"
1 7/8"
2 3/8"
2"
2 1/2"
2"
2 5/8"
2"
2 5/8"
2 1/8"
40
1 7/8"
2"
2"
2 1/8"
2 1/4"
2 1/4"
2 3/8"
2 1/2"
2 5/8"
2 5/8"
2 3/4"
2 7/8"
3"
30
1 7/8"
2"
2 1/8"
2 1/4"
2 3/8"
2 1/2"
2 5/8"
2 3/4"
2 3/4"
2 7/8"
3"
3 1/8"
3 1/4"
2 1/2"
2 5/8"
10
20
2 1/8"
2 1/4"
2 3/8"
2 1/2"
2 5/8"
2 3/4"
3"
3 1/8"
3 1/4"
3 3/8"
3 1/2"
3 5/8"
3 3/4"
2 1/8"
2 1/4"
2 1/2"
2 5/8"
2 3/4"
3"
3 1/8"
3 1/4"
3 1/2"
3 5/8"
3 3/4"
3 7/8"
4 1/8"
-10
2"
2 1/4"
2 1/8"
2 3/8"
2 1/4"
2 3/8"
3"
3 1/8"
2 3/4"
3 1/4"
2 7/8"
3 1/2"
3"
3 5/8"
3 1/8"
3 7/8"
3 1/4"
4"
3 3/8"
3 1/2"
2 5/8"
2 3/4"
4 1/4"
4 3/8"
-20
2 1/4"
2 1/2"
2 3/4"
2 7/8"
3 1/8"
3 1/4"
3 1/2"
3 5/8"
3 7/8"
4 1/8"
4 1/4"
4 1/2"
4 5/8"
-30
2 3/8"
2 5/8"
2 3/4"
3"
3 1/4"
3 1/2"
3 5/8"
3 7/8"
4 1/8"
4 1/4"
4 1/2"
4 3/4"
5"
Design Temperature Range

Typical Construction Temperature Range

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Figure 14.2.1-4 Membrane Sealant

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Figure 14.2.1-5 Hybrid Joint

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14.2.2 Finger Plate/ Sliding Plate

For larger movements, 4 inch opening and larger , use steel finger plate see Figure 14.2.2-2 Finger
Plate Expansion Device or steel sliding plate-type expansion devices see Figure 14.2.2-3 Sliding
Plate Expansion Device. For skewed structures, a sliding plate expansion device is recommended.
Sliding plate type joints have alignment and durability advantages over other more complex joints
and should be used when ever possible. Bevel the ends of the sliding plates which make up the
sliding plate assembly to reduce the impact and provide a smooth transition. The bevel also acts as
a self-cleaning mechanism.
As an aid to designers, finger plate expansion joint geometry equations can be found at Appendix
Appendix B Finger Joint Geometry . Use the maximum gap shown below in accordance with
Article 14.5.3.2.
Finger plate and sliding plate devices are used with a fabric trough to collect drainage. On the
plans, do not specify a material thickness for the fabric trough material. The Special Provision
covers the material thickness of the fabric trough. The fabric trough should be sloped as steep as
possible to drain, as a minimum will be 1.0 in./ft. per Article 14.5.6.3. Where possible use large
open ended fabric trough drains. Where the trough can come into contact with the structure, bond
additional fabric material to resist abrading. At the exit end of the drain bond an additional strip
on the outside of the trough to stiffen the fabric.
Protect finger plate and sliding plate expansion devices from corrosion by galvanizing the nonshop welded assemblies and hardware, and priming with 6 mils of inorganic zinc, the shop welded
assemblies. The exception for galvanizing is that the trough plate will be galvanized. The reason
for the differences in the coatings is to prevent warpage of the welded assemblies.
Figure 14.2.2-1 Maximum Finger Plate Gap

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Figure 14.2.2-2 Finger Plate Expansion Device

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Figure 14.2.2-3 Sliding Plate Expansion Device

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14.2.3 Modular Joint

Modular expansion joints shall be used when dividing the bridge into units will not reduce the
joint expansion to less than 6 in. Provide joint setting schedules with modular joints. Conventional modular joints are one-directional units. Bridges with skews or horizontal curvature may
require the use of swivel modular joints. Swivel modular jointsThese accommodate lateral
movement as well as longitudinal movements. Modular joints have additional requirements,
defined by Article 14.5.6.9, that do not apply to other joint types. Adhere to this criteria when
designing this type of expansion joint. Modular joints must be approved for use by KDOT Bridge
Office, prior to final plan submittal.
Figure 14.2.3-1 Modular Expansion Device

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14.2.4 Strip Seal Assembly

For new structures, strip seal assemblies are used by KDOT primarily when other bridge expansion layouts using integral or semi-integral abutments cannot accommodate the required movements. The maximum joint opening strip seal is 4 inches without a skew. For skewed bridges
reduce the allowable joint size as a percent of the skew angle. When used, details similar to Figure 14.2.4-1 Strip Seal Expansion Device (Preferred Details) should be incorporated into the
plans. Use armored strip seal assemblies with headed stud anchors welded to the armoring. Do
not use elastomeric concrete for new construction. Recent issues have limited its use to repairs
only. When detailing strip seal joint types, use extrusion without a horizontal leg on the armoring
angles. Armoring angles required pressure epoxy to be used after the joint is constructed. Failures
of strip seal joint is almost exclusively due to lack of consolidation of the concrete (air voids)
under or behind the armoring angle or shrinkage of the grout. In either case, premature failure of
strip seal assemblies is likely. Strip seals used on skewed structures must be designed by considering the skew effects when sizing the joint. The extrusion and anchorages will be blasted and
prime-coated with inorganic zinc everywhere except in the gland cavity. Paint in the gland cavity
prevents the adhesive from bonding.
As seen in the Figure 14.2.4-1, two concrete pours with a block out is required. These two pours
contain the same grade of concrete. This will facilitate the use of an erection angle supported by
the previously cured (Pour I) concrete. The reinforcement details shown below tie the block-out
second pour (Pour II) to the bridge deck concrete.
Figure 14.2.4-1 Strip Seal Expansion Device (Preferred Details)

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14.3 Expansion Joints Structural Design

In Kansas, it is likely that at some time a strip seal, sliding, finger plate or modular joint will be
struck by a snow plow. Recess the joint 3/8 in. to minimize the impact effects for modular, sliding
plate and strip seal. Finger Joint fingers we ground were the joint crosses the roadway crown.
According to Article 14.5.1.2, for structures with bridge skew angles greater than 20o degrees, the
engineer will, as a minimum, design the joint to resist 0.120 kip/in for a total length of 10 ft. the
snow plow impact load, is applied perpendicular to the edge beam or anchorage. For joint skew
angles between 30o and 35o apply the requirements of C14.5.3.3 or increase the loading, as this is
the range for most snow plowing operations in Kansas.
Barrier rails shall be plated when the maximum expected gap exceeds 4 inches. Corral rails shall
be plated when the maximum expected gap exceeds 3 inches. At discontinuities in the bridge railing, reduce the confinement reinforcement spacing to 4 inches maximum on either side of the
joint, for a distance equal to the height of the rail on either side of the joint.
For finger plate expansion devices the minimum overlap for the fingers is 1.5 inches at the
Strength Limit State per Article 14.5.3.2.
Where there is a sidewalk on the structure with an expansion device passing through it, plate over
the opening in compliance with the Americans with Disabilities Act Accessibility Guidelines.
The dynamic allowance for finger or sliding plate assemblies is 75% per Article 3.6.2.1-1.
14.3.1 Expansion Joint Details

Apply protective coatings according to plans.
The rails and armoring for expansion devices should be fabricated from Grade 36 or Grade
50 steel and be supported vertically to serve as an end form for the deck concrete. Weathering steel and aluminum extrusions will not be used.
The horizontal anchorage lugs should be located at least 3 in. below the deck surface.
Air vents, according to Article 14.5.3.5, will be provided in all the flat surfaces of the device
to prevent voids from forming during concrete placement. The plans will require sounding
anchorages for voids, drilling the anchorages (every 18) and pressure epoxy the voids when
found.
All seals should be continuous across the width of the bridge with watertight joints and be
sloped per Article 14.5.6.3.

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Finger Joints and Sliding Plates:

a) Hold-down bolts: Use Gr. 36, 55, 105 AASHTO M314 as specified in the Standard
Specifications (Subsection 1615).
b) Minimum bend diameter of Anchor Bolts: For 3/4 bolts, the minimum distance
from the bottom of the threads to the PC of the bend is 1 in. Likewise, for the 7/8
in. bolt, the minimum distance is 1 in. Select the largest pin diameter which will
provide the required thread to PC tangent distance and concrete cover. Specify
the pin diameter in increments of 1/4 with an absolute minimum of 2 in. for Gr.
55 (type II) material.
c) Use Gr. 36 or 50 material in finger plate assemblies, except as noted in d).
d) For all fingers and sliding plates, specify Charpy testing: M270(T3) Steel.
e) Use 5/8 diameter (ASTM A307)Gr. 36 bolts for attaching the fabric trough to the
device. Double nut (jam nut) the connection through the fabric and trough. Do not
use Stainless Steel fasteners, the threads will gall creating installation problems.
f) If the fabric trough requires a splice, lap and bond downhill or at center line. Add
an additional layer of fabric (in 6 to 12 strips) to the outside of the trough at
girder locations were rubbing can occur. Also, add an additional strip on the
outside near the discharge end to stiffen and maintain its shape.
g) Provide as much slope as possible in the trough for drainage and cleaning. For
wide bridges, have the high point at the centerline and drain to both sides.
h) At abutments, use anchor details similar to Figures 14.2.2-1 and -2.
Expansion devices shall be bid by the linear foot. Clearly define on the details the limits of
pay length for all expansion devices.
Extend the armoring 6 beyond the bridge deck and extend the gland or trough 6 beyond
armoring.
Erection angles are required for all strip seal, sliding plate, finger plates and modular devices
and are to be shown on the plans. These construction temporary support angles are Subsidiary to the device and remain property of the contractor.

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14.4 Bearing Device General

Bearing devices are designed to transmit the loads from the superstructure to the substructure and
to provide for expansion and rotation of the superstructure. The device must be able to accept the
loadings which may occur simultaneously from several directions. The bearings must also resist
and transmit to the substructure the force effects from live loads, braking forces, temperature
change, centrifugal force, wind force and in certain cases a percentage of the dead and live load
for seismic considerations. The bearing design should be easy to maintain or require minimum
maintenance. Consideration should also be given to the future need to jack girders to repair or
maintain bearing devices. Per Article 14.6.1 include the design load magnitude and direction for
each device on the plans; identify and use Service I Limit State for this purpose.
Rockers movements, and tendency to tip under seismic actions shall be considered in the design.
For seismic restrain, when a portion of the dead and live load is to be resisted by the bearing
devices, bearings that can tip or slide for thermal translation offer little resistance in that direction.
Avoid relying on one pier to resist all of the seismic forces. Anchoring the structure at an integral
abutment is the preferred method. Consider a cable or tie rod external longitudinal restraint only
when other options have been investigated and will not be practical. Consider tying bridge units
together at hinge locations.
For structures that are horizontally curved, the thermal expansion will cause a translation movement along a chord from the fixed bearing location to the bearing in consideration. The degree of
horizontal curvature and the type of device being used are the key factors to determine this effect.
Investigate the need for bearing alignment to be other than orthogonal. Provide a table for the layout and alignment of the bearing devices if required. Check the resultant rotation of the conventional type elastomeric device for horizontally curved bridges. If the translation and rotation are
inadequate, a multi-rotation type bearing like a pot bearing, should be used.
KDOTs preference for bearing devices is conventional reinforced elastomeric type devices or
elastomeric PTFE slider type devices. Past performance indicates a properly designed and
installed device of this type performs better than other bearings.
The bearings shall be designed in accordance with AASHTO LRFD Specifications unless otherwise noted. Provision for temperature change and rotation of the supports due to deflection of the
span should be made for all simple spans having a clear length greater than 50 feet. For continuous bridges, provision should be made in the design to resist thermal induced changes. If not
practical, the bearing must accommodate movement caused by temperature changes. Expansion
or contraction movement may be provided by hinged or flexible columns, steel rollers or rockers,
sliding bearing plates, plain or laminated elastomeric pads, or prefabricated disc or pot bearings.
Bearing devices utilizing steel masonry plates will have a lead, elastomeric or cotton duck mat
placed between the concrete and the masonry plate. Bevel the sole plate for grades > 1.0%.
Bearing devices are to be designed with the distribution factor for shear using the interior or exterior beam, whichever controls. The impact factor to be used for joints and bearings is 1.75 as per
Article 3.62. Elastomeric devices need not consider live load impact. The phi factor for all bearing devices is taken as 1.0 per Article 14.6.1.

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14.5 Material
Steel:
Do not use weathering steel in rocker bearing, pot bearing, bolster devices, or backing plates
bonded to Teflon or welded to stainless steel. Painted ASTM A709 Gr. 36 or Gr. 50 is generally
used.
Gr. 70 is not available in non-weathering steel and Gr. 100 is difficult to get in small quantities.
If a high strength material is required (higher than Gr. 50), ASTM A514 is a suitable non-weathering material that comes in Gr. 90 and Gr. 100, and is available in small quantities. Sole plates may
be made of weathering steel when used with elastomeric expansion devices.
When specifying stainless steels for use in bearing devices, use the following designations (both
designations may be required on the plans):
ASTM A240 Type 304 for plates.
ASTM A276 Type 304 for bars and shapes.
When specifying mild steel for pins used in the construction of steel bearings, specify ASTM
A108 Gr. 1018 for pins 4 in. or less in diameter.
For pins greater than 4 in., Article 6.4.2 of the AASHTO specifies steel forgings as per ASTM
A668. Steel forgings are not guaranteed to be weldable, therefore only use the ASTM A668 specification for pins which are not to be welded.
For pins greater than 4 in. which are to be welded, specify ASTM A572 Gr. 42 (max 6 in. plates)
or Gr. 50 (max 4 in. plates). Two plates can be welded together in the shop and machined into two
half pins. Therefore, two 6 in. plates can produce two half pins with a maximum diameter of 12
in. Likewise, two 4 in. plates can produce two half pins with a maximum diameter of 8 in..
Corrosion Protection: For mechanical bearing devices use stainless steel for the half-pin, shoe and
cradle. When the limit of practicality is reached for stainless steel use mild steel. Prime the entire
device with inorganic zinc and top coat all surfaces except the contact surfaces. The bearing surfaces receive a dry film lubricant (graphite) to reduce the friction.
Bearing Seat Mats:
A lead mat, cotton duck, or neoprene pad is required between the steel masonry plate and the
concrete surface to provide uniform distribution of load.
Sliding Surfaces:
Use dimpled non-lubricated virgin unfilled teflon.

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Anchor Bolts:
Type I and Type II anchor bolts are now designated as AASHTO M314 Grades 36, 55 or 105
when Grade 36 is specified a weldable Grade 55 is an acceptable replacement.
Old Type I = Gr. 36
Type II = Gr. 55
= Gr. 105
Use ASTM A563 nuts and ASTM F436 washers.
All anchor bolts, nuts and washer will be galvanized. Anchor bolts are swagged according to
KDOT Standard Specification 1615.
Guides:
Use ASTM A709 painted or galvanized materials for guides.
14.7 Sliding Bearings

When the thermal expansion exceeds 3 inches, a polytetrafluoroethylene (PTFE) Teflon/Stainless
Sliding bearing device or commonly called a PTFE slider bearing should be used if possible.
PTFE bearings with elastomeric devices are common and have performed well when installed
correctly. See Figure 14-8 Example- TFE Elastomeric Bearing Device for details.
The PTFE mating surface is polished stainless steel sheet material with a minimum of inch
thick. The stainless steel sheet and the PTFE are attached to backing surfaces. See Figure 14-8
Example- TFE Elastomeric Bearing Device for details.
Recess the surface of the PTFE into its steel substrate one-half of the PTFE thickness. This will
eliminate excessive creep or plastic flow in the TFE which could lead to separation or bond failure. In addition, confining the PTFE permits the use of a higher contact stress.
The PTFE material shall be a minimum of 1/4 in. thick and recessed into the base plate 1/8 in. Do
not bond the TFE to the recessed area. Dimple the TFE with 5/16 in. diameter holes 1/16 in. in
depth.
Paint the masonry plate, sole plate and the TFE backing plate with in organic zinc primer and, top
coat with water bourne acrylic. Add a note on the plans indicating that the entire device will be
masked off prior to blasting, priming or painting the girders in the field.
Sliding steel plates, other than TFE sliding bearings, are not used because of the probability they
will corrode, freeze, and become maintenance problems. For short span bridges, a satisfactory
detail can be made by providing a steel bearing plate and rounded steel plate for rotation. Other
sliding bearings include self-lubricating bronze, copper-alloy or teflon-coated plates. Tefloncoated bearings should be chamfered at the ends and held securely in place by being inset into the
metal of the pedestals or sole plates. Provisions shall be made against accumulation of dirt which
will interfere with free movement of the span.

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14.8 Roller, Rocker, and Pedestal Bearings

Do not use rocker type bearing in areas where the seismic restraint is required or where a plastic
hinge is detailed due to seismic design category per 3.4.8 Seismic Loads
KDOT does not use rollers for expansion on new structures at the present time. Both the pedestal
(bolsters) and rocker will have a pin attached to the bottom of the beam or girder to compensate
for the rotation due to deflection. For rockers, a pintel, either internal or external, is required as
part of the design to force the device to tip rather than slide on the masonry plate. Per Article
14.8.2, beveled sole plates should be used to uniformly distribute the load to the bearing plate
when in the final permanent position the angle between the sole plate and masonry plate is equal
to or greater than 1 degree.
The overhang section of the bearing plate should be designed as a cantilever and stresses kept
within the factored resistance limits. Per Article 5.7.5 at the Strength Limit State the concrete
stress under masonry plates shall be limited by Equation 5.7.5-2. It has been KDOT policy to
require a 3 in. minimum edge clearance between the masonry plate and the outside face of the
concrete.
Rockers should have a diameter as large as practical with a minimum of 6 in. The contact stresses,
at the service limit state, should be computed by Article 14.7.1.4. The designer must check the
movement on rockers to be sure when the rocker translates horizontally it does not bind the pin
plate and cradle or tip the rocker past the limit of stability. The rocker must be free to move
within the factored limits without binding. Beyond the required limits, failure is to occur in this
order:
first the pintle contact,
second the pin plate to cradle contact
and last the excessive tipping of the shoe on the masonry plate.
Check vertical distance between top of rocker and flange when at maximum movement. See Figure 14-6 Rocker Clearance(See Appendix E Rocker Clearance Calculator) for procedure and See
example Appendix E Rocker Clearance Calculator also download Rocker Clearance Calculator
Program with section 14.
For computation of friction force in bearings, see Figure 14-13 Expansion Bearing Friction.
The bearing surfaces of pins, rockers, and base plates shall be finished according to Table
18.1.4.2-1 of the AASHTO Bridge Construction Manual.
Use Bridge Notes NOT6630 and NOT6640 for instruction to the field on painting and lubrication/
protection of the bearing device during installation.

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14.9 Elastomeric Bearing Devices

An elastomeric bridge bearing device is constructed partially or wholly of elastomer for the purpose of transmitting loads and accommodating movements between a bridge and its supports.
The reinforced elastomeric bearing device is considered appropriate for many types of bridges
and can accommodate a wide range of span lengths. These devices should be limited to thermal
movements of 3 in. Because these devices can not be corrected for the temperature the entire temperature range should be used. KDOT does not use reduction factors for elastomeric devices use
the full temperature range without any reductions. Use AASHTOs method A for all elastomeric
bearing designs, and limit the height of the device to 6 in. if possible. Use method B only if
method A will not work or if the device is larger than 6 in. in height. Designs of elastomeric bearings include plain pads, reinforced bearings (consisting of layers of elastomer restrained at their
interfaces by integrally bonded steel plates), bearings of external steel load plates bonded to the
upper or lower elastomer layers, spherical dome bearings and pot or floating bearings.
Plain Pads:
Plain elastomer pads should be used only where small horizontal movements are expected. Plain
pads used primarily as leveling pads for locked-in girders need only be thick enough so the bottom of the girder does not come in contact with the edge of the concrete. The minimum thickness
of these pads shall be and the durometer (D) equal to 60. When computing the allowable compressive stress (GS/) of thin, plain leveling pads, use = 1. The allowable compressive stress
need not be taken less than 500 psi. Beveled plain pads may be used up to 4.0 percent slope. See
Section 5.2.11 in the KDOT LRFD Bridge Design Manual for additional discussion on the use of
plain pads on prestressed girder bridges.
Elastomeric Bearing Devices:
Reinforced Elastomeric Bearing devices consist of internal steel plates which are bonded to the
rubber during the molding process. The plates develop tensile stress when the bearing is subjected
to compressive load and they restrain the bulging of the rubber. This provides greater compressive
and rotational stiffness and controls the vertical deflection and rotation of the bearing. Horizontal
movement is permitted by shearing deformation of the rubber, and for a given total rubber thickness, it is unaffected by the presence of reinforcement. Because there is no adjustment in the field,
the designer will size both the slotted hole, and the device for the full temperature range.
Elastomeric bearing devices are designed for compression, deflection, rotation, shear, and stability. The maximum relative compressive deflection across a joint should not exceed 1/8, this
refers to expansion joint locations. The live load deflection is limited to prevent snow plows from
snagging. The rotational limit in Article. 14.7.6.3.5 limits all points on the bearing remain in compression when it is subjected to simultaneous compression and rotation. Shear deformations are
limited to 0.5T to prevent rollover at the bearing corners and reduce the potential for delamination
of the steel reinforcement. When computing shear forces to be transferred to the substructure, take
into account that lower temperatures increase the shear modulus and thus increase the shear force.
AASHTO currently allows two methods for designing Elastomeric Expansion Devices, Method
A or Method B; Method A is preferred by KDOT. Use Method A unless circumstances

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require a bearing with less bearing area and more flexibility. See Appendix .C Elastomeric Bearing Design Example (Method A) for further information.
Design Method B is intended for higher compressive stresses and more slender bearings. Bearings designed by Method B must be subjected to more rigorous testing. The plans must show
what method was used for design to indicate more stringent testing is needed on the bearings.
The Designer must verify that the method used for design appears on the Shop Drawings.
Use the following note and verify in shop detail review:
NOT2223 BEARING (TFE/ELASTOMERIC)(Method _):
Bearing devices at abutment(s) X and pier(s) X shall be fabricated with an elastomer satisfying:
- Shear Modulus of XX psi @ 73F, tested and reported per AASHTO M -251, Section 8.8.4
- Shore A Durometer Hardness of XX
- Low Temperature Grade 3 requirements
- Type A certification for elastomeric bearing device acceptance is required
*** Use either "A" or "B". Bearings designed by Method "A" are preferred. Designer must fill in
X and the __ for the particular bearing design
*** For Method A design remove bullet item for shear modulus, for Methods B design
remove bullet item for shear hardness.
The reinforcement shall consist of steel plates (fabric not allowed) and shall be designed for tension as per Article 14.7.5.3.5. The KDOT minimum thickness of the reinforcing plates shall be
1/8. Holes in plates should be avoided. KDOT Specifications cover the steel types allowed for
the reinforcement, and therefore, unless there is reason to use a different type steel, it is not necessary to call out the type on the plans.
The elastomer shall be neoprene with a durometer of 60 unless a TFE sliding surface is used, in
which case a durometer of 70 should be used for method A. Tapered elastomer layers shall not
be used. For Method B use a maximum shear modulus of G < 175 PSI.
A load plate should be vulcanized to the laminated bearing and attached to the beam to equally
spread the load on the pad. Tapered load plates may be used to reduce eccentricity on the bearing.
The load plate may be attached to the bearing seat or girder by bolts or welding. When welding
the load plate to the girder, use a minimum 1 in. thickness of load plate. This thickness is needed
so the bond between the pad and the sole plate is not compromised when the plate is welded to the
girder flange.
Adhesive bonding is not recommended for attaching the bearing to the bearing seat or girder,
because cold bonding of rubber is not reliable.
Designers should provide accommodations to inspect, repair or replace shallow elastomeric bearings, including: a provision for jacking the girders. Check all details and address constructability,

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functionality, and maintenance issues. It is critical for elastomeric devices to be adequately

loaded, or equip them with keepers to prevent them from walking out.
Place elastomeric pads on a raised concrete step. The reinforced step shall be a minimum of 3 in.
and a maximum of 8 in. high.
14.10 Other Bearing Devices

Other types of bearings associated with the elastomeric bearings are the pot bearings, or float
type. The principle characterizing pot bearings as different from other types is the structure
floats on a specially designed hydraulic cylinder in which the liquid-like medium is an elastomer. Pot bearings allow for rotation, deflection, and horizontal movement for high loads. These
bearings are available with self-aligning features, which make them adapted to use on curved or
skewed bridges. The basic rotational element can be combined with a Teflon-Stainless Steel sliding surface to allow translation in structures with or without guide bars to control the direction of
movement. Because of the high pressures the coefficient of friction between these sliding surfaces
is generally less than 0.06. Do not use weathering steel for pot bearings.
If grout bearing pads are used, they shall be a minimum of 1 in. thick. Use steel plates for thickness less than 1 inch. If more than one steel plate is needed, use a seal weld to connect the plates.
14.11 Hardware
Anchor Bolts:
Configure the details of the Bearing Device to allow practical and convenient filling of the anchor
bolt well.
Detail the reinforcing bars below the bearing devices to clear the anchor bolts. Preformed anchor
bolt holes are an advantage for keeping the pier cap reinforcing steel out of the anchor bolt area.
Use corrugated polyethylene tubing to form holes so the anchor bolts will not pull out. Place a
note on the plans requiring the holes to be filled with glycol alcohol if the temperature is below
freezing.
For flexibility of construction, on steel rockers or bolsters, use field-welded lugs on the masonry
plate. Construction practices and thermal changes can create problems in the fit-up of girders. The
bearing plates may need field adjustment and welded lugs facilitate this correction
See Figure 6.3-1 Alignment of Bearing Devices for alignment of bearing devices on curved
bridges.
For expansion type devices, detail the threads on the anchor bolt so it is impossible to tighten
down on the shoe plate or sole plate and restrict rotations.

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Figure 14-9 Combination Bearing Device (Steel/Elastomer)

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Retainers:
Angle type retainers are preferred to long anchor bolts through the sole plate. See Figure 14-7
Example-Elastomeric Bearing Device for details. Option (B) should be used when the height of
the device exceeds 5 inches or large lateral forces exist.
Side retainers are to be designed for all appropriate limit states including the transfer of a percentage of the live and dead load if so required by KDOTs seismic detailing requirements.

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Figure 14-6 Rocker Clearance(See Appendix E Rocker Clearance Calculator)

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Figure 14-12 Elastomeric Bolster Alternative

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Figure 14-7 Example-Elastomeric Bearing Device

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Figure 14-8 Example- TFE Elastomeric Bearing Device

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Figure 14-10 Typical Details of Rocker Bearing Device

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Figure 14-11 Typical Details of Bolster Bearing Device

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Figure 14-13 Prestressed Girders W/ Expansion Devices

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Figure 14-13 Expansion Bearing Friction

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Appendix A Longitudinal Temperature Forces and Movements

The force on a column due to a thermal change in length of the superstructure is:
a)
One end free, one end fixed:

EI ( a T L -)
P = 3 -----------------------3
(144) h
b)
&
Both ends fixed:

12 EI ( a T L )
P = --------------------------------&
3
(144) h
where:
E=
I=
a=
T
L
h
P
=
=
=
=
M = Ph
M = Ph/2
Modulus of Elasticity of column, ksi

(For concrete bridge use E = 1,000 ksi)
Moment of Inertia of column, in.4
Coefficient of Thermal Expansion of superstructure
= 6.5 x 10-6/F (Steel)
= 6.0 x 10-6/F (Cast-in-Place & Prestressed Concrete)
Temperature change of superstructure, F
Expansion length of superstructure, Feet
Column height, Feet
Force per column, Kips
See the next page for a method of determining distribution of longitudinal

temperature forces to columns.

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Appendix A Distribution of Longitudinal Temperature Forces (Symmetrical Bridge)

If the superstructure is supported by elastomeric bearing pads, the thermal force on the columns
must take into account the deflection of the column and the deflection of the pad.
If the bridge is symmetrical, the point of zero thermal movement is known and the following
procedure may be used to compute forces.

Steel = 6.5 x 10-6
Design Temperature Range: Steel = 90F
(See Loads on Piers, (e) Temperature)
Total Deflection at Abut. #1 & Pier #1
T1 = (85 + 65) 90 F x 6.5 x 10-6 x 12 in/ft.
T2 = (85) 90 F x 6.5 x 10-6 x 12 in/ft.
= 1.05"
= 0.60"
Deflection at Piers:
Pier

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a)
Design Manual
Elastomeric Pad deflections are calculated as follows:

P(T) Pad = -------------------------------L(W)(G)(N)
Pad = Deflection (in.)

P
= Force (lbs.)
L
= Length Pad (in.)
W = Width Pad (in.)
T
= Total thickness of
Elastomer Layers (in.)
G
= Shear Modulus (psi.)
N
= Number of pads
The Shear Modulus (G) varies with durometer, temperature and time. Use 60 durometer pads with
a G(max) = 300 psi. for temperature fall and G(min) = 150 psi for temperature rise. Run two sets
of calculations.
b)
Column deflections are calculated as follows:

3
P(h) Col = -----------------3(E)(I)

Col = Deflection (in.)
P
= Force (lbs.)
h
= Height (in.)
*I = Gross Inertia (in.4)
E
= Modulus of Elasticity (psi.)
* For skewed, free-standing piers, increase moment of inertia as shown following these
examples.
At Abut. #1 = Abut. #2
3
P1 ( 10x12 in/ft. ) -5
Col = ---------------------------------------------------------= 5.54x10 (P1)
6
4
3 ( 29x10 ) ( 5x71.7 in. )
T1
= Col
1.05" = 5.54x10-5 (P1)

P1
= 18,952 lbs./Abut.
At Pier #1 = Pier #3

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P2 ( 2 )
-5
Pad = ----------------------------------------------------- = 0.51x10 (P2)
18 ( 12 ) ( 300 ) ( 6 pads )
3
P2 ( 30 12 in/ft. ) -5
Col = -------------------------------------------------------------= 1.75x10 (P2)
6
3 ( 3.6 10 ) ( 3 82, 448 )
Pad + Col = 2.26x10-5 (P2)
T2
= Pad + Col
0.60" = 2.26x10-5 (P2)
P2

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Distribution of Longitudinal Temperature Forces (Unsymmetrical Bridge)

If the bridge is unsymmetrical and/or with different column lengths, the point of zero thermal
movement is unknown and must be solved for:

Note: Use the same coefficients, temperature ranges and bearing pads as in previous example.
Total Deflection of Bents
T1 = (60 + 85 + X) 90 F x 12 in/ft. x 6.5 x 10-6
= 118+ 0.00702 (X) in.
T2 = (85 + X) 90 F x 12 in/ft. x 6.5 x 10-6
= 0.597+ 0.00702 (X) in.
T3 = (X) 90 F x 12 in/ft. x 6.5 x 10-6
+ 0.00702 (X) in.
T4 = (85 - X) 90 F x 12 in/ft. x 6.5 x 10-6
= 0.597
- 0.00702 (X) in.
T5 = (85 + 30 - X) 90 F x 12 in/ft. x 6.5 x 10-6
= 0.807- 0.00702 (X) in.
P1 + P2 + P3 = P4 + P5
@ Abut. #1:
3
3
P(H)
P1 ( 10 12 in/ft. ) Col = ------------------- = -------------------------------------------------------------3 ( E ) ( I ) 3 ( 29 10 6 ) ( 5 71.7 in 4 )
= 5.54 10

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= T1
@ Pier #1:
PT
P2 ( 2 )
-5
Pad = ------------------- = --------------------------------------- = 0.514 10 (P2)
LWGN 18 ( 12 ) ( 300 ) ( 6 )
3
-5
P2 ( 25 12 )
10 (P2)
- = 1.011
Col = -----------------------------------------------------------------------------------------6
3 ( 3.6 10 ) ( 3 82, 448 )
T2 = 1.525 10
-5
(P2)
@ Pier #2:
3
P3 ( 30 12 )
- = 1.747 10 -5 (P3)
Col = ----------------------------------------------6
3.6 10 ( 247, 344 )
= T3
@ Pier #3:
P4 ( 2 )
-5
Pad = --------------------------------------- = 0.514 10 (P4)
18 ( 12 ) ( 300 ) ( 6 )
3
-5
P4 ( 18 12 )
10 - (P4)
- = 0.377
Col = -------------------------------------------------------------------------------6
( 3.6 10 ) ( 247, 344 )
T4 = 0.891 10
-5
(P4)
@ Abut. #2:
3
P5 ( 10 12 )
- = 5.540 10 -5 (P5)
Col = -------------------------------------------------6
( 29 10 ) ( 5 71.7 )
= T5
Solve for P:
@ Abut. #1:
@ Pier #1:
@Pier #2:

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T1
1.018 + 0.00702 ( X )
P1 = -------------------------= ------------------------------------------------5
-5
5.54 10
5.54 10
T2
+ 0.00702 ( X )
P2 = ----------------------------= 0.597
------------------------------------------------5
-5
1.525 10
1.525 10
T3
+ 0.00702 ( X )
P3 = ----------------------------= ------------------------------------5
-5
1.747 10
1.747 10
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Design Manual
@Pier #3:
T4
0.00702 ( X )---------------------------------------------P4 = -----------------------------5- = 0.597-5
0.891 10
0.891 10
@Abut. #2:
T5
0.807- 0.00702 ( X )
P5 = -----------------------------5- = -----------------------------------------------5
5.540 10
5.540 10
Since P1 + P2 + P3 = P4 + P5, the above equations can be solved for X:

-18,375.5
-39,147.5
0.0
+67,003.4
+14,566.8
+24,047.2
126.7 X
460.3 X
401.8 X
787.9 X
126.7 X
1,903.4 X
X = 12.6 ft.
Therefore,
P1 =
P2 =
P3 =
P4 =
P5 =
18,375.5 + 126.7(12.6) = 19,972 lbs.

39,147.5 + 460.3(12.6) = 44,947 lbs.
+ 401.8(12.6) = 5,063 lbs.
67,003.4 - 787.9(12.6) = 57,076 lbs.
14,566.8 - 126.7(12.6) = 12,970 lbs.
The controlling column temperature force is located at Pier #3 (P4). If it is determined this force is
too large, the designer could select one of the following options; (a) Increase the height of the pad
to make it more flexible; (b) Specify an isolation bearing design to redistribute the forces; or (c)
Equip the elastomeric pad with a teflon sliding surface.
Moment of Inertia Adjustment for Free-Standing Skewed Piers
A skewed, free-standing column bent pier will inherently be stiffer in the longitudinal direction
then a non-skewed pier. This increase in stiffness is due to the skew producing larger moments in

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the columns. To compute the resultant Moment of Inertia for the Pier (Ir), the following procedure
may be used:
Resultant I r = I yy cos2 + I zz sin 2 (Standard equation for oblique

force thru center of gravity)
For two, three, four and five column piers of equal height and size of column;
Izz = (4) Iyy (see derivation below)
Iyy = Io (N)
N = Number of columns
Io = Moment of Inertia of one column
Skew
Iyy
Izz
Ir
0
10
20
30
40
50
1
1
1
1
1
1
4
4
4
4
4
4
10
19
1.35
1.75
2.24
2.76
90
4.00
Adjustment of moments of inertia should be used for skews greater than 20 degrees.

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Derivation:
Stiffness is inversely proportional to deflection, therefore;
I zz =
k
k
and I yy =
y
z
z
z
I zz
=
or I zz = ( I yy )
y
y
I yy
z = Deflection in Z direction =
P 13
3 EI o (N)
P 13
y = Deflection in Y direction =
12 EI o (N)
I ZZ
z
P 13 / 3 EI o (N)
= ( I yy )
= I yy
y
P 13 / 12 EI o (N)
I zz = I yy (4)

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Appendix B Finger Joint Geometry

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Appendix C Elastomeric Bearing Design Example (Method A)

Constants
Shear Modulus (ksi)....
(Table 14.7.6.2-1)
Elastomeric Bearing Device Design LRFD 2010

AASHTO LRFD 5th Ed. 2010
Reactions
(Do not include Dynamic Load (Impact) AASHTO 14.4.1)

Min Dead Load Reactions (kips/girder).......
Max Dead Load Reactions (kips/girder).......
DL 100.0 kip
DLmax 102.12kip
Live Load Reactions (kips/girder).......
LL 102.8 kip
Gmin 0.130 ksi

Gmax 0.200 ksi
Shore Hardness....
Shore 60
Reinforcement Yield (ksi).... Fy 36ksi
Allowable Fatigue Stress Range (ksi).. FTH 24ksi
(Table 6.6.1.2.5-3)
Rotations
( DL + LL + Uncertainties + Lack of Parallelism AASHTO 14.4.2.1)
LL rotation (radians)............. LL 0.0023
acr 35 %
Long Term Strain (%).................

(Table 14.7.6.2-1)
s 4.3 %
Instantaneous Strain (%).................

(Using TL stress
From Table below)
DL rotation (radians)............. DL 0.0001

Uncertainties (radians).......... U 0.005
LP (radians)........................ LP 0.0011
s.st DL U LP
Static Rotation (radians)...
s.cy LL
Cyclic Rotation (radians)...
Translations
s s.st s.cy
0.0085 rads.
(Movements AASHTO 14.4.2, 14.7.5.3.4 and 14.7.6.3.4)

(Use Cold Climate -30o F - 120o F)(Datum = 60 F)
Length for Expansion ................ Lengthexp 100ft
6
Thermal Coef..... 6.5 10
Trange 150
s Trange Lengthexp
1.1700in
Override Translation..... s 1.17in
Fixed for Long. translation(1=yes,0=no) .....
fixedL 0
Fixed for Trans. translation(1=yes,0=no) .....
fixedT 1
1.17 in
Assume a Pad Size

Length if Device (in) ....
L 12in
Width of Device (in) ...
W 16in
16.000in
Thickness of Layers (in)...

(Assumed Constant)
h ri 0.5in
h ri
0.500 in
Number of Layers (in)...
n 4
Elastomer Cover top and Bottom (in)....
Figure C14.7.6.3.3-1 Stress-Strain Curve
12.000in
Cover 0.25in
(shall be no greater than 70% of interior)

Thickness of Steel Reinforcement (in) ....
tsteel 0.125in
n hri ( n 1) tsteel 2 Cover
Bearing Device Height (in)....
Ht
Total Elastomer Height (in)....
h rt n h ri 2 Cover
Area of Perimeter Free to Bulge (in2 ).....
Abulge ( L W) 2 h ri
Shape Factor (dimensionless)....

(should be around 6 to 9)
S
Ht
3.13 in
<===== overall height
h rt
2.5 in
<===== elastomer height
Abulge
L W
S
Abulge
6.9
28.0 in
n
Page1
Check
11.8
< 20
(AASHTO 14.7.6.1)
Y:\Bridge Manuals\Bridge Design Manual\Development\LRFD\Chapter 3 Design\Section 3.14 Joints and Bearings\MathCadd_files\JSR v 1.2.0 10/05/10

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Elastomeric Bearing Device Design 'Method A'

AASHTO 14.7.6.3.6 (Stability)
Maximum overall height allowed to prevent instability
L
3
4.0 in or
5.3 in
Overall Height Provided
L W
Performance Ratio
3 3
H
Stability min
Allowable Bearing Stress on any Layer
AASHTO 14.7.6.3.2 (Compressive Stress)
allow
Compressive Stress on any Layer

TL
1.067 ksi
LL
0.535 ksi
L W
allow
0.958
allow
h hrt_min
2.34 in
2.50 in
h rt
h rt
Performance Ratio
PR 0.936
Uplift Stress

h ri n
1.114 ksi
Overall Elastomer Thickness Provided
2 s
PR
AASHTO 14.7.6.3.5d (Rotation) *
Uplift 0.5 Gmax S
allow
For Shear restrained a 10% increase is allowed
Minimum overall elastomer thickness required
2
L s
1.10 allow if fixedL = 1

allow otherwise
AASHTO 14.7.6.3.4 (Shear)
h hrt_min 2 s
1.25 Gmin S if 1.25 Gmin S 1.25ksi

1.25ksi otherwise
Performance Ratio
TL
LL
LL
3.1 in
0.781
Stability
DLmax LL
TL
L W
Ht
Compressive Stress
Performance Ratio
0.839 ksi
Uplift
Uplift
TL
0.786
TL
Note: Uplift must be less than Compressive or delimitation can occur
1.067 ksi
* Equation modified per memo from Dr. Roeder
AASHTO 14.7.6.3.3 (Compressive Deflection ) cover strain= 1/2 of layer strain

Vertical Deflection
dl
ll
s DLmax
DLmax LL
s LL
DLmax LL
Maximum Vertical Deflection KDOT 3.14.9
dl dl n h ri Cover acr 1
dl
0.065 in
allowable 0.125in
max relative deflection for live

load across a joint or LL ,
should be 0.125".
ll ll n h ri Cover
ll
0.049 in
dl ll
Performance Ratio
Assume strain is approx. linear over stress range

AASHTO 14.7.5.3.5 (Reinforcement)
Minimum thickness for strength
3.0 hri TL
h s max
0.0625in
Fy
0.909
allowable
Performance Ratio
hs
0.063 in
hs
tsteel
0.500
Minimum thickness for fatigue

LL
2.0 h ri
L W
hs
FTH
Thickness Provided
0.125 in
tsteel
Thickness Provided
Performance Ratio
hs
0.022 in
hs
tsteel
0.178
tsteel
0.125 in
AASHTO 14.6.3.1 (Horizontal Force Transferred to Substructure)

Force to Substructure
Hm
Page2
Gmax L W s
h rt
Performance Ratio
Hm
17.97 kip
5 Hm
DL
0.899
Requirement for anchorage

DL
5
20.0 kip
Y:\Bridge Manuals\Bridge Design Manual\Development\LRFD\Chapter 3 Design\Section 3.14 Joints and Bearings\MathCadd_files\JSR v 1.2.0 10/05/10

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Appendix D Steel Rocker Example
Unfactor Loads
A. Stage I
(Girder Self Wt. +15%)+(8.7 in Deck)+(Deck Fillet about Girder)
Combined DC Reaction = 218.2 kips
B. Stage II
(Corral Rail with out Curb)+ (15 psf future wearing surface)
Combined DW Reaction = 20.9 kips
C. Stage III
The controlling live load is the truck train + laneload.
LL+IM Reaction - 90% (157.4 kips +106.5 kips) = 237.6 kips
Bearing Stress on Pier Beams Concrete
(Article 5.7.5)

A. Factored Reaction
P = 1.25(218.2 kip - 17.4 kip)+(1.50(20.9 kip)+1.75(239.6 kip)
P = 294.5 kip+31.4 kip+415.5 kip
P = 741.8 kip

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B. Factored Bearing Resistance, Pr

P r = P n (Eq.5.7.5-1)
P n = 0.85 f cA 1 m (Eq. 5.7.4.2-2)
Pn = Nominal Bearing Resistance
A1 = Area under Bearing Device
m = Modification Factor
= Resistance Factor = 0.70 Article 5.5.4.2.1
A2
------ 2.0
A1
A2=Area equals to the supporting of the pier beam. (Limited to 4 times A1)
m =
m = 4 2.0 = 2.0
P n = 0.85f A 1 2
P r = 0.70 0.85 2 f c A 1
To determine the required bearing area, equate Pr to the factored reaction and solve for A1.
741.8kip = 0.70 0.85 2 fc A 1
2
741.82kip
A 1 = ----------------------------------------------------------------------------- = 143.26in
2
0.70 0.85 2 ( 4.351 ) k ip in
Special Design Provisions for Bearing
fc = 4.351ksi
Article 14.7
Service I Limit State

For cylindrical surfaces, the contact loads Ps shall satisfy.
8WD 1 Fy 2
P s --------------------- --------- (Eq. 14.7.1.4-1)
E
1 D
------1 s
D2
W = Width of the bearing
D1 = Diameter of the rocker or roller surface
D2 = Diameter of the mating surface
Fy = Minimum yield strength of the weakest steel at the contact surface
Es = Youngs modulus for steel
A. Factored Reaction
P = 1.0 ( 218.2kip + 17.4kip ) + 1.0 ( 20.9kip ) + 1.0 ( 237.6kip )
P = 235.7kip + 21.0kip + 237.6kip
P = 494.2kips

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B. Trial No.1
Calculate the required width of contact needed for an assumed diameter of rocker.
D1 = 24.0 in.
D2 = for a flat surface
Fy = 50 ksi ASTM A709M Gr.50
E = 29000 ksi
8W 24.0in
494.2kip = ------------------------------ 1 24.0in
---------------
( 50ksi ) ---------------------29000ksi
192.1in w
494.2kip = ----------------------------- ( 0.086ksi )
1
W = 494.2kip
---------------------- = 29.8in Too long, will increase D1 to 35.4in.
421.2ksi
C. Trial No.2
D1 = 35.4in.
All other same as Trial No.1
2
35.4in
50.0 ksi
494.13kip = ------------------------- -----------------------
29000ksi
35.4in
1 ---------------
W = 494.1kip
---------------------- = 20.2in OK, Use 24.0in.
963kip
Bearing on Pin Article 6.7.6.2.2 Use Type 304 Stainless Steel for Pins
The factored bearing resistance, (Rpb )r , on pins shall be:
( R pb ) r = b ( R pb ) n
Article 6.7.6.2.2-1
in which:
( R pb )n = 1.5tDf y
t = Thickness of plate
D = Diameter of pin
b = Resistance Factor for bearing Article 6.5.4.2=1.0
Fy = 30.0 ksi ASTH A240M Type 304 Stainless steel for plate
From sheet #1 of the design calculations for bearing devices.
Factor Reaction = 741.8 kips
Calculate the required width of the bridge plates against the pin.
Assume a pin Diameter of 4.5 in.
741.8kip = 1.5t 4.5in 29.73ksi
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741.8kip
t = --------------------------------------------------- = 3.7in
1.5 4.5in 29.7ksi
Use 3 bridge plates. Required width of each 3.7in
------------ = 1.22in
3
Use 3-1.5in wide bridge plates.
Bending of Rocker Plate
Area I
Area I
Total temp.movement
= 6.5 10
150f ( 157.5 + 157.5 )

= 3.7
---------( 2R ) = 3.7in
360
360 3.7
Min = -------------------------- = 12
2 17.7
A. Trial No. 1
W = 11.8 T = 2.4 R = 17.7
W- = 38.942ok
= 2ArcSin -----(E)
2R
M = R 1 cos
--- = 1.0 (D)
2
2
R - ------------------------W ( R M -)
Area I = ------------360
2
2
Area I = 106.5in 98.5in = 8.0in
Total Area 8.0in + W ( T M )

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Total Area 8.0in + 16.52in = 23.95in
Avg. Thickness = 24.0in

------------------ = 2.0 (C)
W
12 ( 2.0 ) = 8.0in 4
I = -------------------------(B)
12
W = 741.8kips
------------------------ = 30.9kip in (A)
24.0
2
WL - = 30.9kip
in 3.85in - = 229kip in
Moment = -----------------------------------------------------------2
2
2
229kip in ----Mc
2- = 28.6ksi
f s = ------- = -------------------------------------4
I
8.0in
f s = 28.6ksi ok Factored resistance = 50.0ksi

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Bending of Base Plate

The area of the Base plate must be greater than 143.3in2 to satisfy the Concrete Bearing shown
on page 1.
A. Trial No.1
Width = 15.7, Length 24.0, Thickness 2.5
Area = 15.7 24.0 = 378.2 Ok

741.8kip = 1.96kip in 2
= -------------------------------15.7 24.0
3
4
( 2.50 )
I = 24.0
---------------------------------- = 31.25in
12
2
in 24 ( 7.9 )
Moment = L
---------- = 1.96kip
--------------------------------------------------------------------Moment = 1, 467kip in
2
2
2.5
1, 467 ---------Mc
2 - = 58.7ksi 50ksi NG
f s = -------- = ----------------------------I
31.25
B. Trial No.2
Width = 15.75, Length = 24.0, Thickness = 2.75
3
( 2.75 ) - = 41.6
I = 24.0
--------------------------------12
2.75
1, 467 ---------2 - = 48.5ksi 50ksi
f s = Mc
-------- = ----------------------------OK
I
41.6

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Rocker Clearance
To confirm that the rocker has sufficient movement capacity must be greater than 1/2 of the
total temperature movement rotation. From page 5 that rotation was calculated as 12 . To
provide tolerance use a of 12 .
= Rsin = 0.47
Use of .50 which gives a
of
12.83
Pier Bolster Bearing Device

The dead load and live load at the bolster location, Pier #3 & #7 are the same as that of the
pier rockers. Therefore, the design for the pin, bearing plates, and base plate will be the same
as for the rocker. As this is a bolster, it will resist the longitudinal direction of the bridge.
Check Strength III Limit State.
Unfactored Loads
A. Stage I
(Girder Sepf Wt. + 15%) + (8.7 Deck) + (Deck Fillet)
B. Stage II
(Corral Rail W/o Curb) Do not include F.W.S. for stability.
C. Stage III
Live load + impact is not included in Strength III Limit State.
D. Wind Load on Superstructure Article 3.8.1.2.1
The structure is < 30 above ground line or low water elevation. Therefore, do not need
to adjust base design wind velocity, VB, of 100 mph.
2
V DZ
Design Long Wind Press, P D = P B -----------------10, 000
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PB = 0.019 ksf Table 3.8.1.2.2-1 for

V
60
skew
= V B = 100mph
2
( 100 )
P D = 0.019ksf ------------------ = 0.019ksf
10, 000
Exposed Area = [ Web Depth + Bolt Flange Thickness + Deck Thickness + Rail Height]
(141.3 + 3@ 157.5 + 118.1)
Exposed Area = (65.0 + 1.6 + 8.7 + 32.0)731.9
Exposed Area = 107.5 x (731.9x12) = 944,151 in2
Total Long Wind Load = 6,556 ft2 x 0.019 ksf = 124.6 kip
124.6kip
Long Wind Load/Bolster = ---------------------- = 24.9kip
5Bolster
Stability
For stability, Ry should remain within the middle 1/3 of the width (kurn), W, of the base
plate.
For Strength III Limit State will use 0.90 load factor for dead load and 1.40 load factor for
wind load.
To satisfy stability: Sum moment about o (the center of the bottom plate)
W
W
0.9P DL ----- = 1.4xWindLxH
0.9 ( 218.2kip + 17.4kip ) ----- = 1.4 23.8kip H
6
6
1.4 24.9kip H 6 = 0.986H <== required size
W = ---------------------------------------------------0.9 ( 235.6kip )

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Appendix E Rocker Clearance Calculator

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Rocker Tip Clearance Example:

The above input results in a desirable first contact on the pintle, the next contact is the pin plate to
cradle and lastly the rocker tips excessively. This is the required modes in sequence. See 14.8
Roller, Rocker, and Pedestal Bearings for preferred modes.

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Table of Contents
15.1 Introduction ...........................................................................................................................1
15.2 Bridge Inspection ..................................................................................................................2
15.3 Rating Trucks ........................................................................................................................2
15.4 Load Rating Methods ...........................................................................................................5
15.5 Analytical Steps in Load Rating ..........................................................................................6
15.5.1 Common Analytical Load Rating Questions ......................................................6

15.5.1.1 Modeling Submission Requirements ......................................................................8
15.6 Deck Section Adjustments ....................................................................................................9
15.7 Posting Policy ........................................................................................................................9
15.8 Signing ..................................................................................................................................10
15.9 Load Rating Guidelines by Material Type .......................................................................12
15.9.1 Reinforced Concrete (Non-prestressed and non-post-tensioned) ......................12

15.9.1.1 Reinforced Concrete Box Culvert Guidelines .......................................................13
15.9.1.2 Reinforced Concrete Slab Span Guidelines ..........................................................14
15.9.1.3 Reinforced Concrete Deck Girder Guidelines ......................................................15
15.9.1.4 Hollow Tube Slab and Box Girder Guidelines .....................................................15
15.9.2 Prestressed or Post-Tensioned Concrete ...........................................................16

15.9.3 Structural Steel ..................................................................................................17
15.9.3.1 Composite Structural Steel ....................................................................................17
15.9.3.2 Rolled Beam Guidelines ........................................................................................18
15.9.3.3 Plate Girder Guidelines .........................................................................................18
15.9.4 Timber ...............................................................................................................18

15.10 Load Rating Example .......................................................................................................20
15.10.1 WSD Load Ratings ..........................................................................................21

15.10.1.1 Inventory Load Rating for Type-3 truck .............................................................22
15.10.2 Load Factor Design Load Ratings ...................................................................22

15.10.2.1 Inventory Rating for Fatigue ...............................................................................22
15.10.2.2 Inventory Rating for Crack Control ....................................................................23
15.10.2.3 Operating Rating for Ultimate Moment ..............................................................24
15.10.2.4 Inventory Rating for Ultimate Moment ..............................................................24
15.11 Load Rating Adjustment ..................................................................................................28
15.12 Posting/Signing Example ..................................................................................................31
15.13 Posting/Signing Example ..................................................................................................32
15.14 Bridge Posting Philosophy and Guidance ......................................................................38
List of Figures
Figure 15.5.1.1-1 LFD Rating Factors ............................................................................................9
Figure 15.10.1.1 Loadrate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 1 .....................25
Figure 15.10.1.2 Loadrate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 2 .....................26

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Figure 15.10.1.3 Load Rate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 3 .................27
Figure 15.13.1.1 Legal and Load Rating Trucks - (Exhibit A) .................................................32
Figure 15.13.1.2 Maximum Load Table (Exhibit B) ................................................................33
Figure 15.13.1.3 Rating Summary Example (Exhibit C) ..........................................................35
Figure 15.13.1.4 Structural Steel Designations and Strengths (Exhibit D) ...............................36
Figure 15.13.1.5 KDOT Impact for Underfill Structures (Exhibit E) .......................................37
Figure 15.14.1.1a BRIDGE POSTING PHILOSOPHY AND GUIDANCE ...............................38
Figure 15.14.1.1 Posting Level Example Sheet ............................................................................40
List of Tables
Table 15.3-1 ....................................................................................................................................3
Table 15.11.1 Example of Condition Adjusted Data ....................................................................29
Table 15.11.2 CANSYS Translation ............................................................................................30

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15.1 Introduction
The National Bridge Inspection Standards (23 CFR 650, Subpart C) requires each highway
department to inspect, prepare reports, and determine load ratings for structures defined as
bridges located on all public roads. Bridges are defined by Federal and state law as having an
opening measured along the center of the roadway of more than 20 feet between inside faces of
abutments. For further clarification of bridge length structures, see KDOTs Bridge Inspection
Manual(14) or the latest edition of The Manual for Bridge Evaluation (AASHTO)(4). See
Bureau of Local Project, (BoLP), Bridge Design Manual.
Bridges are load rated to determine the safe live load capacity of the structures. Bridges are rated
at two different load levels referred to as Inventory Rating and Operating Rating. The Inventory Rating is the load level which a structure can safely sustain for an indefinite period. (The
Inventory load level approximates the design load level). The Operating Rating is the absolute
maximum permissible load level to which a structure may be subjected (Overload Permit maximum).
To load rate a bridge for its load carrying capacity, it is necessary to have a complete description
of the as-built bridge, modifications since it was built, and its present condition. This would normally require a complete set of as-built plans of the original structure and repairs or modifications
made, plus thorough inspection records. In lieu of plans, a detailed set of measurements and/or
sketches from actual field measurements will be needed.
Allowable stress levels and/or yield strengths are used to analyze the critical members to determine the appropriate load rating. This may lead to posting the bridge or identification of components which require rehabilitation or other modification to avoid posting of the bridge.
When a bridge is not able to safely carry the loads allowed by State Statute, it is posted for its
reduced capacity. State Statutes allow a gross vehicle weight of 80,000 pounds on the Interstate
and 85,500 pounds on other highways without a Special Permit. A Special Permit may not be
issued to cross a load posted bridge.
For structural types, materials and analysis methods not dealt with in the manual, please contact
the Bridge Evaluation Squad in the Bridge Management Section of the KDOT Bureau of Structures
and Geotectnical Services or the Bridge Inspection Section in the KDOT Bureau of Local Projects
for assistance.

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15.2 Bridge Inspection

By federal law, all bridges are required to receive a general bridge inspection at least every two
years. The inspection of bridges is done in compliance with latest edition of AASHTOs Manual
for Bridge Evaluation(4) , and with latest edition of KDOTs Bridge Inspection Manual(14) or
the Bureau of Local Projects Supplemental Coding Guide for Bridge Inspection and Rating(15). Bridges in poor structural condition require frequent inspection.
Special inspections include fracture critical, pin and hanger, and underwater. Fracture critical
structures may include two-girder bridges, bridges with pins and hangers, trusses, Marsh arches
and through arches. Underwater inspections may be required due to changes in the channel or size
of the channel. These Special inspection reports are filed in packets and are available for review in
the Bridge Management Section and the Bureau of Local Projects.
After field inspection, the data is entered into a database, which enables KDOT to create the
National Bridge Inventory (NBI) data records which are sent to the FHWA annually. The Bridge
Office keeps inspection records on file for each bridge on the state system, along with maintenance records, repair plans, etc. This information indicates the current condition of the bridge,
which can then be used in load rating calculations of the structural elements. For local bridges, the
field inspection data is sent to the Bureau of Local Projects for submittal to the FHWA.
Reduced sections or reduced allowable stresses could be used to obtain a load rating which is
indicative of the actual condition and capacity of the structure. Areas of deterioration should be
given special attention during field inspection since a primary member reduced in section may
control the capacity of the structure.
15.3 Rating Trucks

Bridge live load capacity is dependent upon bridge geometry, material, condition, structure type,
etc. As related to trucks, a bridges capacity depends not only upon the gross vehicle weight, but
also upon the number and spacing of the axles and the distribution of load between the axles.
Since it is not practical to rate a bridge for the countless number of axle configurations possible,
Kansas state highway bridges are rated for eight standard vehicles which are representative of the
actual vehicles on the highways. County and city bridges need not be rated for the T130, T170,
and the Heavy Equipment Transport (HET) vehicles, unless otherwise specified.
Rating trucks are the standard truck configurations used by KDOT for the rating and posting of
bridges and short span structures. To maintain consistency on the local and state system bridges,
all bridges should be rated for the same trucks. The standard trucks are the H, which is a design
truck; the T-3, T3S2, and T3-3, which are recommended by AASHTO; the HS, which is
required by FHWA, the T130 and T170 used for special permits on State Highways and the
HET which is required by KDOT. See Exhibit A for Axle configurations and weights of each
truck as well as the Kansas Legal trucks used as an aid in posting.

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Rating trucks are divided into five categories:

Table 15.3-1
Max. Gross Weight Posting Weight Location on Posting Sign
Single Truck:
H Unit
Type 3 Unit
Truck-Tractor Semi-Trailer:
HS Unit
Type 3S2 Unit
Truck-Trailer and LCVs:
Type 3-3 Unit
Permit:
Type T130 Unit
Type T170 Unit
Special Kansas:
Heavy Equipment Transport
20.0 tons
27.0 tons
12.5 tons
25.0 tons
Top
36.0 tons
36.0 tons
22.5 tons
36.0 tons
Middle
40.0 tons
40.0 tons
Bottom
65.0 tons
85.0 tons
N/A
109.9 tons
N/A
Beyond the standard load rating trucks, other legal truck configuration may be used for analysis
for posting purposes. Any legal truck configuration shown in Figure 15.13.1.1 Legal and Load
Rating Trucks - (Exhibit A), which causes a higher stress level on a specific structure shall be
used for posting.
The choice of the KDOT Standard Load Rating Trucks is based on several years of truck weight
data collected in Kansas and on the recommended AASHTO Maintenance Rating Trucks.
The three AASHTO Maintenance or Posting trucks (Type 3, 3S2, 3-3) are also Kansas Maximum
legal trucks for their lengths. They fit the AASHTO Bridge Gross Weight Formula (Formula
B)which is included as a part of the Kansas Statutes K.S.A 8-1909.
The H and HS-type trucks used to rate are used because of their familiarity in design and because
they are generally conservative. For posting purposes, their heavier axles must be reduced to ten
ton (maximum legal single axle weight) and the other axles reduced proportionately to create a
critical truck.
I

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If we had chosen to rate using the Kansas Legal 20-ton 2-axle truck, which has two 10-ton axles
spaced at ten feet, it is possible to raise the ratings by as much as 60% or more. This is an
unconservative approach because the Legal 20-ton truck only causes higher stresses for
two-span structures with spans between 9 and 11 feet and by only a small percentage. The
example below further illustrates why this is an unconservative approach. The example is based
on a 21.5 foot simple span steel beam bridge.
H-Truck
Legal
Type 3
Inventory
2.90 Ton
4.50 Ton
4.20 Ton
Operating
6.20 Ton
9.20 Ton
9.10 Ton
If we had chosen to post using the Legal load ratings it would be possible to post at 9 Ton. By
doing so, we would also be allowing a 9-Ton H-truck which would exceed the operating rating by
almost 50%. A 9-Ton H-Truck on this bridge would cause a stress level equal to the Yield Stress.
Bridges are load rated for Inventory and Operating Ratings based on the HS vehicle as required in
the FHWA Recording and Coding Guide(13), December, 1995. For additional information concerning rating and posting on local roads and streets, see the Supplemental Coding Guide for
Bridge Inspection and Rating(15), March 1993, KDOT Bureau of Local Projects.
The Kansas Legal trucks are derived from maximum axle loads in the standard truck configurations and lengths. The maximum axle loads allowed on the Kansas highway system are 10 tons
for a single axle and 17 tons for a dual axle, with a maximum weight not to exceed 42.75 tons (40
tons on the Interstate), without special permits. The weight on a group of axles is limited by Kansas statutes K.S.A. 8-1908 and 8-1909, as shown in Exhibit B. Those limits may be found in
the bridge table found in the publication Truckin Through Kansas.(20) This guide for the motor
carrier industry is created by a joint effort of the Kansas Department of Revenue, the Kansas Corporation Commission and the Kansas Department of Transportation. www.truckingks.org
The table is used to check each possible combination of axle weights and spacings which occur on
a particular truck up to and including the whole truck. The table is based on an AASHTO Bridge
Gross Weight Formula (Formula B) which is shown below.
W=500 (L*N / (N-1) + 12*N + 36)
Where W is the weight of the axles in pounds, N is the number of axles and L is the
extreme spacing of the axles in feet under consideration.

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15.4 Load Rating Methods

Load rating methods include load testing and analysis. Generally, load testing will not be economically feasible except in special cases. The two methods of analysis which may be used to load
rate structures are the Load Factor Rating (LFR) method, and the Load and Resistance Factor
Rating (LRFR) method.
Since 1988, the Load Factor Rating Method has also been used by KDOT to load rate bridges.
The basic philosophy behind this method is to assign lesser factors of safety to predictable loads,
such as dead loads; and higher factors of safety to unpredictable loads, such as live loads. The
basic theory for the Load Factor Rating Method is applied by using the formulas in the The Manual for Bridge Evaluation(4). Load rating by the LFR method must include the consideration of
Fatigue, Crack Control, and Serviceability Criteria. Most KDOT bridges have been rated using
this method.
The AASHTO Publication, The Manual for Bridge Evaluation (4), establishes a methodology for
rating bridges utilizing load and resistance factors. This method involves site specific information
to improve an Engineers judgment on the safe rating level for a particular bridge. Under this
specification, a bridges rating may improve by utilizing options related to more intensive inspection and maintenance or control of heavy overloads.
The current policy at KDOT is to load rate all structures using the LFR method. Structures
designed or rehabilitated with Load and Resistance Factor Design (LRFD) will also be rated using
LRFR Specifications. For purposes of reporting to FHWA, the HS-type truck will be used for
LFR rating and HL-93 loading will be used for LRFR.

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15.5 Analytical Steps in Load Rating

The analytical steps required to rate a member is independent of the role played by the member in
the overall structure. The method of analysis with any of the steps will vary for each member,
depending on the member and the choice of Load Factor or LRFR, but the function of the calculations will be the same. The following analytical steps are required:
1. Determine section properties.
2. Determine allowable and/or yield stresses.
3. Calculate section capacity.
4. Determine dead load effect.
5. Calculate dead load portion of section capacity.
6. Calculate live load effect.
7. Calculate live load impact and distribution.
8. Calculate allowable live load.
Unless otherwise noted, dead loads shall be applied at 100% of actual weight. Impact shall be calculated using the AASHTO Standard Specifications for Highway Bridges(6) the AASHTO LRFD
Bridge Design Specifications as noted in this guide.
Bridge constraints at the abutments and piers are normally assumed to be either fixed or pinned
and should be designed for the worst case. Fixed or pinned conditions are also normally assumed
when load rating; however, in some instances, it may be advisable to create a partially fixed condition on slab bridges with integral abutments.
See Section 6B.5 (LFR) and 6A.4.2 (LRFR) in the AASHTO Manual for Bridge Evaluation (4),
for the general formula to be used in rating Bridges.
Exhibit CFigure 15.13.1.3 Rating Summary Example (Exhibit C) is a suggested format for
reporting the results of the rating of a structure.
15.5.1 Common Analytical Load Rating Questions

Q: What method does KDOT currently use for rating?
A: Existing Designs use Load Factor (LFR), New or Rehab designed with LRFD use LRFR.
All bridges will be rated using Load Factor Rating (LFR). New designs or rehab. designed with
Load and Resistance Factor Design (LRFD), will be rated using Load and Resistance Factor Rating (LRFR).
Q: When does KDOT pre-rate a structure?
A: 4 to 6 weeks before Office check a set of plans should be sent for a rating review.
Q: What locations are checked?
A: Any point which causes the lowest Rating Factor (RF).
Q: Which trucks are used to verify ratings and what Rating Factors (RF) are adequate?
A: Up to 200 spans use truck load only

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Over 200 spans use controlling load of truck or lane

HS: Min Inventory RF of 1.10 for Prestressed Bridges, continuous for live load and allowable
tension = 0 and Min RF of 1.0 for all other bridge types
H, T3, T3S2, T3-3: Min RF of 1.0 for all bridge types
HET: Min Operating RF of 1.0 with full impact and single lane loaded (all structures), additionally, for slab bridges use a 15% increase for the load distribution E.
Q: When does KDOT do an as-built rating of the structure?
A: The rating done before office check is used unless there are revised plans in the bridge packet.
Q: What software will be used to pre-rate and as-built rate?
A: See Table below.
Q: Where can I purchase a current version of AASHTOWare Bridge Rating?

A: Purchase directly from AASHTO at http://www.transportation.org/sites/aashtoware/docs/
FY2009%20Non-Member_Forms.pdf
an e-mail from the State Bridge office is required to get special consultant pricing.
Note: Other software packages can be used, but KDOT requires a current AASHTOWare
Bridge Rating AASHTOWare model to be submitted with the plans 4 to 6 weeks before office
check for all bridges. The model type should be Girder System whenever possible.
Q: Where can I get a current AASHTOWare Bridge Rating material library?
A: It can be downloaded from KART and imported into AASHTOWare Bridge Rating. AASHTOWare Bridge Rating and AASHTOWare Bridge Design share the same material library
Q: What structure types dont require a AASHTOWare Bridge Rating model to be submitted?
A: RFB, RCB, RCSH and XCSH, unless the standards have been altered

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15.5.1.1 Modeling Submission Requirements

Structures falling outside AASHTOWare Bridge Rating modeling capabilities should follow these steps to
the first workable solution.
1. AASHTOWare Bridge Rating model acceptable work-around
2. BRASS stand alone model: girder line with Dist. Factors listed for single and multi lane
include truck and sections library file.
3. BRASS acceptable work around model: girder line with Dist. Factors listed for single and
multi lane, include truck and sections library file.
4. Other software: provide I/O ratings for all 7 KS Load Rating/Posting Trucks from Exhibit
A plus the HET for as-designed and/or as-built.
5. Provide a STAAD model and method for analyzing superload vehicles.
Special configurations (Back to first workable solution found above)
1. Splayed Girder system
With the current version of AASHTOWare Bridge Rating, it is suggested you create a model with
non-splayed girders with the widest girder spacing so we get a representation of an interior girder
which can be used for superload analysis. [If only the exterior girder is splayed on a wide
roadway this may not be necessary]
Starting with Version 6.3 of AASHTOWare Bridge Rating, a splayed girder system can be modeled
and rated with the AASHTO LFR Engine.
2. Trusses
Both truss and floor system can be modeled and rated in AASHTOWare Bridge Rating
3.Arches
Floor members are modeled and rated in AASHTOWare Bridge Rating
Other members may be modeled as a truss in AASHTOWare Bridge Rating
4. Curved Girders
Neither AASHTOWare Bridge Rating nor BRASS have curved girder capability so they are rated
with an interior girder from a straight line model
Note: Other software packages can be used, but KDOT requires a current AASHTOware AASHTOWare
Bridge Rating model to be submitted with the plans 4 to 6 weeks before office check for all bridges falling
within AASHTOWare Bridge Rating modeling capabilities. The model type should be Girder System
whenever possi-ble. Fill out the rating factor table below with current AASHTOware AASHTOWare Bridge
Rating output on the submitted plans.

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Figure 15.5.1.1-1 LFD Rating Factors
Note: LRFR is with current Interims.
15.6 Deck Section Adjustments

Note: This section was removed for the printing of the 2011 LFD Bridge Manual.
15.7 Posting Policy

The 1995 FHWA publication Recording and Coding Guide of the Structure Inventory and
Appraisal of the Nations Bridges(13) states: Although posting a bridge for load-carrying capacity
is required only when the maximum legal load exceeds the operating rating, highway agencies
may choose to post at a lower level. In other words, posting is required if one or more of the legal
trucks has an operating rating which is lower than the legal weight of the same truck as shown in
Figure 15.13.1.1 Legal and Load Rating Trucks - (Exhibit A).
It is up to the local authority to post the bridge at an appropriate level, based on engineering judgment and/or the recommendation of their Consultant. The structure shall be posted at a level
which will be safe and not shorten the life of the existing structure.

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The posting level must be less than or equal to the Operating rating. A common level of posting is
at approximately midway between inventory and operating rating. (On a steel structure this would
be about 65% of the yield stress in the steel.) The public authority responsible for inspection and
maintenance of the structure has the authority to post anywhere within this range. It may not be
prudent or advisable to commonly post near the operating rating.
It is recommended for each city or county to develop a posting or signing policy consistent in
their signing if they have not already done so.
KDOTs posting policy is to post between the inventory and operating levels. We have no specific
level, but consider load ratings, deterioration, age, traffic, truck traffic, location, structure type and
involves the use of engineering judgment. (See Section 15.14 Bridge Posting Philosophy and
Guidance for a method to arrive at posting levels.)
At the present time on state highways, the level of posting on a bridge is determined by using the
LFD rating. To date, no LRFR ratings have been used.
If in an enforceable situation, a speed limit may be posted to reduce impact and raise or eliminate
the need for posting. This option is not normally considered feasible and has not been used by
KDOT. KDOT will continue to recommend against this option.
A bridge incapable of carrying three (3) tons at operating level must be closed. The LFD Method
of analysis should be considered when determining what level to post or close a structure.
If a structural rating is very low, the Local Authority should consider using the Load Factor
Method and post at the operating rating as the maximum posting value. This should only be done
with more frequent inspections, for short term or until repair or rehabilitation can be done.
This might allow a bridge to remain open (posted at 3 or 4 tons) rather than closed to traffic. If the
above is still not adequate to keep a bridge open, consider posting using an axle weight limit, but
this should probably be done only on simple span bridges with spans of less than 25 feet.
15.8 Signing
Weight limit signs shall be in accordance with the Manual on Uniform Traffic Control Devices(8)
(MUTCD). The single vehicle weight limit sign, R12-1, may be considered appropriate on State
Highway bridges where the load rating for the single-unit truck (H-truck or Type 3) is 10 ton or
less and also at entrances or side roads. All other bridges on the State System requiring posting
will be signed using the three-vehicle weight limit sign, R12-5.
On city and county structures, the use of the R12-5 sign is recommended, but any of the weight
limit signs in paragraph 2B-41, of the MUTCD, R12-1 through R12-5, are acceptable. As a matter
of principle, it is advisable to keep the sign variety (and the confusion) to a minimum.
The single-vehicle gross weight sign (on State highways, KDOT rounds to an even number of
tons) refers to the maximum weight of the vehicle, including its load, regardless of the type of

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vehicle. This sign is too restrictive for long vehicles and thus may lead to drivers ignoring it completely.
The three-vehicle gross weight sign goes into more detail by defining the total weight of the vehicle and its load for three basic truck configurations. Because of the lower individual axle weights,
increased axle spacing and the number of axles, heavier total weights for long trucks are allowed
using this sign. Thus, the R12-5 sign is recommended since it allows significantly higher gross
loads on long trucks while maintaining public safety.
The symbols shown on the R12-5 sign represents three general types of truck configurations. The
number of axles shown on the sign on each truck are not meaningful, they only serve to complete
a picture.
The upper truck symbol represents all single-unit trucks regardless of the number of axles on the
vehicles. The H-truck and the Type-3 truck as well as common dump trucks and ready-mix concrete trucks are included in the single-unit vehicles.
The middle truck symbol represents the truck-tractor semi-trailer configurations regardless of
the number of axles on the vehicle. The HS-truck, the Type-3S2 truck and a truck-tractor semitrailer with spread tandem axles is also in this category.
The lower truck symbol represents the truck-trailer (a single-unit truck pulling a full trailer) configuration regardless of the number of axles on the vehicle. This value is generally the maximum
gross load allowable and also includes all other longer combination vehicles.
For State System bridges, the posting numbers on the R12-5 sign are generally rounded to
increments of five (5) ton with the possible exception of the first number which may be rounded
to an even number if less than or equal to ten (10) ton.
These policies apply equally to long or short open spans, culverts, tunnels and other structures
which allow passage over obstructions.

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15.9 Load Rating Guidelines by Material Type

15.9.1 Reinforced Concrete (Non-prestressed and non-post-tensioned)
Compression reinforcement (doubly reinforced section) is not normally considered in the load rating, but may be considered based on the Engineers judgement.
The environmental factor, Z, is normally given a value of 130 due to salt use on highways and
bridges. A value of 170 is possible when the environment is not severe (i.e. no salt use).
Ratings for continuous concrete structures based on negative moments at the pier should be
checked at the face of the pier with the moments being reduced using a straight-line reduction.
As per AASHTO Standard Design Specifications(6) for crack control (LFD) analysis, the clear
distance from the reinforcing steel is limited to a 2" maximum (i.e. dc is limited to 2" plus bar
diameter).
The following allowable stresses are to be used by the Engineer when no plans or other
information is available. These values may be varied by the Engineer based on tests or other information.
Assumed Allowable Stresses:
Concrete:
Structures built prior to 1959:
Inventory fc = 1,000 psi (Fc = 2,500 psi)
Operating fc = 1,500 psi
Structures built after 1959:
Inventory fc = 1,200 psi. (Fc = 3,000 psi)
Operating fc = 1,800 psi.
Inventory fc = 1,600 psi. (Fc = 4,000 psi)
Operating fc = 2,400 psi.
Reinforcing Steel:
Structures built before 1954:
Inventory fs = 18,000 psi. (Fy = 33,000 psi)
Operating fs = 25,000 psi.

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Structures built after 1954:

Inventory fs = 20,000 psi. (Fy = 40,000 psi) (Grade 40)
Inventory fs = 24,000 psi. (Fy = 60,000 psi) (Grade 60)
Compressive Strength, Fc psi
Modular Ratio, n
2000 - 2400 psi
15
2500 - 2900 psi
12
3000 - 3900 psi
10
4000 - 4900 psi
5000 and above psi
15.9.1.1 Reinforced Concrete Box Culvert Guidelines

At Grade Structures: (Fill less than 1-0)
Wheel line distribution = 4.0 + 0.06 * Span
(See Section 15.9.1.2 Reinforced Concrete Slab Span Guidelines for further information.)
Underfill Structures:
Design fill dead loads on the older structures, before 1973, were allowed to be reduced to 70% of
the normal weights by specification at the Engineers option. This led to many structures being
designed for 84 psf dead load. When load rating older boxes, using the 70% reduction my be the
only way to get reasonable numbers; however, the AASHTO Standard Design Specifications(6)
have since changed and for consistency it is recommended to use the current earth loading of
120 psf.
AASHTO allows impact to be reduced as the amount of fill increases:
From 1-0 to 1-11 the impact is 20%
From 2-0 to 2-11 the impact is 10%
From 3-0 and greater, the impact is 0%
NOTE: KDOT uses a straight line interpolation for impact to avoid the severe jumps in
the live load moments caused by the steps shown in the AASHTO Specification.
% Impact: 0 < 30 - [(F - 1) * 10] < 30, F = Fill in feet. See Figure 15.13.1.5 KDOT Impact
for Underfill Structures (Exhibit E) .

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Lateral load distribution: Wheel load distribution width on an underfill structure is calculated as
the maximum of the above formula for at grade structures or 1.75 times the height of the fill.
Longitudinal load distribution: The Brass Culvert program which KDOT uses for RFB analysis
was created by the State of Wyoming by modifying the North Carolina Box program. It uses a
concept called Little Wheels to approximate partial uniform loads through fill when analyzing
an underfill Culvert. The method involves converting a wheel or group of wheels riding on pavement and fill to smaller wheels spread out at approximately 45 degrees and riding on the top slab
of the structure. See Below.
Surcharge: A lateral live load surcharge pressure equal to 2-0

of earth is applied to all culvert structures.
Lateral Loads: The lateral fluid pressure may be varied from the AASHTO minimum of 30 pcf to
60 pcf based on the location of the structure and the Engineers judgment. The 70% factor for
dead loads was also applied to lateral loads in earlier designs resulting in a design fluid pressure
of 21 pcf (less than 30 pcf min.).
The internal water pressure can usually be neglected when compacted backfill is placed against
the opposite side of the wall.
15.9.1.2 Reinforced Concrete Slab Span Guidelines

Wheel line distribution = 4.0 + 0.06 * Span Length

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Reinforcing% (If Unknown) = 0.8% to 1% of effective (b x d) deck cross-section. Contact the

Bridge Evaluation Squad for historic standard slab designs.
Bonded Concrete Overlay--Concrete overlay will be ignored for strength on the initial analysis,
but may be used by the Engineer if necessary. A deck condition report may be used to confirm
bonding.
15.9.1.3 Reinforced Concrete Deck Girder Guidelines

Wheel line distribution = Girder Spacing/6.5 (1-Lane)
Wheel line distribution = Girder Spacing/6.0 (2-Lane)
(Calculate as simple beam on 2-girder structures)
Effective Flange Width -- See AASHTO Standard Design Specifications(6).
Simple Spans-----------------See Historic Standard Plans
(Contact the Bridge Evaluation Squad)
Continuous Deck Girders -- The effect of the column is not usually considered in analyzing the
beam unless the columns have a wide taper in which case the structure should be analyzed with
the columns being monolithic. The effect of beam haunches should be considered.
Two Girder Deck Girders -- A factor of approximately 2.5 is used for wheel line distribution.
Westergaard(1) theory may be used for slab analysis. A possible problem area to look for in these
structures is shear in the girders, as some have stirrup spacings in excess of current AASHTO
criteria.
NOTE: Kansas has many two girder bridges which have been repaired or rehabilitated using rebar
insertion and epoxy injection. Many of these were also given a concrete overlay at the same time.
To date, we have no known failures of this post-reinforcement technique.
15.9.1.4 Hollow Tube Slab and Box Girder Guidelines

Hollow Tube Slabs, Box Girders and similar structures are analyzed as Tee-Sections with the
increase in the section over the supports taken into account.
Wheel line distribution---Hollow Tubes: E = 10/b
b = cell width (ft.)
Narrow Roadways: E = x/b
x = roadway width (ft.)
b = cell width (ft.)
Box Girders: Dist. Factor = S/7 (1-Lane)
Dist. Factor = S/8 (2-Lane)
S = cell width (ft.)

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NOTE: Several Hollow Tube Slabs have been repaired with Thick-Bonded Overlays (5"). These
renovated bridges are designed and load rated with the overlay being assumed to be composite
with the Tee-Section formed by the overlay and the concrete filled cells (See Sketch below).
15.9.2 Prestressed or Post-Tensioned Concrete

Wheel line distribution - See AASHTO Standard Design Specifications.
NOTE: For Double-Tee Beams the web spacing may vary and should be averaged.
Methodology and Assumptions:
The Manual for Bridge Evaluation(4) Article 6B.6.6.3.3 deals with Load Factor ratings. This section refers to the AASHTO Standard Bridge Specifications(6) for more direction.
Concrete tension limits are set for rating. The State Bridge Office design policy specifies zero tension in the concrete under full design loading (prior to additional creep and shrinkage losses
caused by the positive moment connection at the pier). AASHTO further specifies a maximum
allowable tension equal to 6 f c . These two stress levels do not represent relative strength levels

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but they do represent a relative potential damage level (Service Load Criteria Checks). Therefore, the following allowable concrete tension stresses are used for Load Rating.
INV fc = Zero
OPER fc = 6 f c
This usually results in the concrete tension stress at the positive moment areas controlling the ratings. Long span structures may find the compression at the 1/20th point, the point of full strand
development, controlling. Still other structures may find the traditional analysis of the mild steel
over the piers controlling. Seldom will the Ultimate moment criteria control.
15.9.3 Structural Steel

The allowable unit stresses, yield stresses, and ultimate strengths are given in the The Manual for
Bridge Evaluation(4). These stresses are to be used unless otherwise given on plans or, in the
judgement of the Engineer, the grade or quality of the steel indicates otherwise. Mill test reports
should be sought for confirmation. If unavailable, the Engineer can obtain coupons from the
Bridge for physical testing. These test coupons can be taken at structurally insignificant locations,
and should be representative of the elements being considered.
Prior to 1905-----------------------Fy
Inventory fs
Operating fs
= 26,000 psi
= 14,000 psi
= 19,500 psi
1905 to 1936-----------------------Fy
Inventory fs
Operating fs
= 30,000 psi
= 16,500 psi
= 22,500 psi
1937 to 1963 ----------------------Fy

Inventory fs
Operating fs
= 33,000 psi
= 18,000 psi
= 24,500 psi
After 1963 -------------------------Fy

Inventory fs
Operating fs
= 36,000 psi
= 20,000 psi
= 27,000 psi
The inventory stresses shown above are approximately 55% of yield and the operating stresses are
approximately 75% of yield. See: Table 15.11.1 Example of Condition Adjusted Datafor additional information.
15.9.3.1 Composite Structural Steel

After 1980, most rolled beams and plate girders were designed as composite with the deck slab.

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Structural steel girders or beams are made composite with the deck slab by the use of several
assorted connections, the most common of which is a welded stud on the top flange. The concrete
deck is normally placed without falsework which makes the composite section effective only for
the overlay, curbs, railing, and live loads. Non-composite loads include the beams, diaphragms,
stiffeners and the deck.
At present, KDOT does not load rate the composite shear connection but has assumed it to be adequate. This connection should be checked if it is questionable.
Composite moments shall be calculated by transforming the concrete slab to an equivalent area of
steel using the modular ratio n in the positive moment regions (midspan). In the negative
moment regions (piers and abutments), use a modular ratio of 3n or the slab reinforcing steel
whichever provides the greater stiffness. Composite capacities shall be calculated using the
modular ratio n in the positive regions and only the reinforcing steel in the deck for the negative
regions.
15.9.3.2 Rolled Beam Guidelines

Wheel Line Distribution---- See AASHTO Standard Design Specification(6).
Use Engineering judgement on structures with
widenings or variable girder spacings.
In the event original plans are not available for a structure, beam section properties may be
established with the aid of the Iron and Steel Beams(2) manual. Field measurements along with
estimating the age of structure, and identifying manufacturers mill marks are all helpful in classifying the type of beam used in the structure. Section properties should be adjusted for corrosion
of material and for subsequent modifications made to the structure such as cover plates, drilling,
welding, etc.
15.9.3.3 Plate Girder Guidelines

Wheel line distribution ----See Rolled Beam Guidelines.
Most structures have plans available with allowable stresses given for the Structural Steel.
Because of the high degree of variance in design, the Engineer should analyze each member as an
individual considering the effect of haunch, cover plates, or variations in the plates making up the
sections.
15.9.4 Timber
Wheel Line Distribution -- See Section 3.23.1 of the current AASHTO Standard Design Specifications(6).
Many structures will not have detailed plans and will have to be rated from field measurements.

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Due to the natural properties of timber, fatigue and impact are not normally considered in design
or load rating of timber structures. Timber does not hold up well under long term loads and is susceptible to creep if loaded for long periods of time. Once creep has taken place, timber does not
rebound significantly.
Unless better information is available, the weight of timber may be assumed to be approximately
50 pounds per cubic foot.
Vertical shear in timber beams does not normally control the load rating. Horizontal shear, bending stresses, axial loads on piling or bearing stresses at the supports probably will be the controlling stresses and each must be load rated.
The Allowable Stress Design Method is to be used to load rate timber structures. Currently, there
is no specification for load rating timber structures by the Load Factor Design Method. Further
guidance may be obtained from the Load and Resistance Factor Design Method Specifications(7)
and the 1992 U.S. Department of Agriculture manual Timber Bridges - Design, Construction,
Inspection and Maintenance(14) (Timber Bridge Manual).
See Section 13 of the current AASHTO Standard Design Specifications(6) for the allowable
inventory stresses to be used for load rating. The allowable operating stresses are 33% greater
than the inventory stresses.
For existing structures with no plans, the material type will have to be determined to establish the
appropriate allowable stresses. This may be done by reviewing the bill of lading or purchase order
if available. If not available, someone with experience with timber may be able to estimate the
grade and type of timber. If no other information is available, the following table contains some
allowable stresses KDOT has used in the past.
Bending Stress
Fb
Horizontal
Shear
Perpendicular
Compression
Design
1200 psi
120 psi
390 psi
Inventory
1170 psi
117 psi
381 psi
Operating
1600 psi
160 psi
520 psi
The Timber Bridge Manual(17), Chapter 3, has a series of treatment factors relating to preservatives and fire retarder treatments. Preservatives have a relatively small effect on the strength of the
wood but fire retardant treatments, if used, may cause a very significant reduction in allowable
stresses.

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15.10 Load Rating Example

Reference (4), 15.13 Posting/Signing Example
(See PAGE 1 of the attached spreadsheet (Figure 15.10.1.1 Loadrate Reinforced Concrete Box
(RCB) (WSD & LFD) Pg. 1 ), which contains most of the following data. Most of this data is
entered or read from a table within the spreadsheet.)
Structure Type: Triple 9 x 4 Reinforced Concrete Box Culvert (Pinned Supports). (3 continuous
spans of 9 - 6", measured center-to-center of walls)
Earth Fill over the top of the box:
Fill Weight:
Impact Factor, KDOT interpolation:
Distribution Factor (E), 4+0.06*S:
Slab Thickness:
Reinforcing Steel Data:
Steel Clear, top & bottom:
Positive Moment Regions:
Negative Moment Regions:
Steel Strengths:
1.54 feet
120 pounds per cubic foot
24.5%
4.57 feet (Larger than 1.75*Fill)
8.5 inches
1.5 inches
0.62 sq. in. (#5 bars @ 6" spacing)
0.51 sq. in. (#4 & #5 bars @ 6" spacing)
Gr. 40 (Fy = 40 ksi)
Inv. fs = 20.0 ksi
Oper. fs = 28.0 ksi
Concrete Data:
Concrete Weight:
Concrete Strengths
150 pounds per cubic foot

Fc = 3.0 ksi
Inv. fc = 1.2 ks
Oper. fc = 1.8 ksi
Analysis Data:
Width, b:
Modular Ratio, n:
Environmental Factor, Z
Factors - , Pb, 1
12 inches
10
130
0.90, 0.0371, 0.85
Live Load Moments: In the following example, the live load moments are derived from the AISC
tables.(3) The moments (ft.-k) are calculated for one undistributed wheel line and include the maximum 30% impact. The spreadsheet adjusts these values for the amount of fill on the structure.
The Moments shown in the table below are in "foot-kips". The Gross Weight is in Tons.

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Rating
Truck
(Gross Wt.)
@1.4 pt.
@1.9F pt.*
@2.5 pt.
Design Manual
T-3
HS
T3S2
T3-3
T-130
T-170
20.0
40.34
18.65
34.45
25.0
26.99
15.80
20.28
36.0
40.34
19.80
34.58
36.0
23.71
15.62
18.49
40.0
22.38
13.01
17.29
65.0
32.58
18.58
23.86
85.0
32.38
24.10
26.10
*NOTE: The maximum moment at the support is taken at the face of the wall (1.9F). The 2.0
point (@ wall centerline) has been eliminated as a controlling point by arbitrarily increasing the
effective depth by 3 inches at this point. This is done because the supports are not knife-edge supports as assumed by the moment analysis. (Table values @ 1.9F are interpolated).
The distribution factor (0.219) shown on PAGE 1 of the spreadsheet (Figure 15.10.1.1 Loadrate
Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 1) is the inverse of 4.57, i.e. 1/E. The impact
factor shown on the spreadsheet (0.958) is a factor which reduces the 30% impact which is
already included, to approximately 24.5% (0.958 * 1.30). The T-130 and T-170 trucks have special adjustments to distribution and impact factors which are explained on the sheet with the truck
information, See Figure 15.10.1.2 Loadrate Reinforced Concrete Box (RCB) (WSD & LFD) Pg.
2.
15.10.1 WSD Load Ratings

On PAGE 2 of the spreadsheet (Figure 15.10.1.2 Loadrate Reinforced Concrete Box (RCB)
(WSD & LFD) Pg. 2) the ASD/WSD total allowable moments and load ratings are calculated.
Allowable Moment, Reinf.:
Ms = As*Fs*j*d
(Eq. X-1)
Allowable Moment, Conc. Strength:
Mc = fc/2*k*j*b*d2 (Eq. X-2)
As: Area of reinforcing steel at the section of concern.

fs: Allowable stress in the reinforcing steel.
fc: Allowable stress in concrete.
k:
j:
b:
d:
(2pn + (pn)2) 1/2 where n = modular ratio (Es/Ec) and p = As/(b*d).

j = 1 - (k/3)
The width of the section, normally 12 inches.
The effective depth of the section, distance from the compression face to the
center of gravity of the reinforcing steel.
The following example computes the inventory load rating for a Type-3 truck at the 0.4 point of
the first span (1.4 point).
As = 0.62 in.2 (#5 bars spaced at 6 inch centers.)
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fs = 20 ksi (Inventory), fc = 1.20 ksi (Inventory), b = 12" and n = 10

d = 6.688" (Slab thickness - bottom clearance - bar diameter; 8.5-1.5-5/16)
p = 0.00773 (0.62 / (12*6.688)
k = 0.3233 and j = 0.8922
Ms = 6.17 ft.-k (Inventory), Mc = 7.74 ft.-k (Inventory) -- use smaller
15.10.1.1 Inventory Load Rating for Type-3 truck

Rating Factor = R.F. = Allow. Mom. - (Dd. Ld. Mom. + Delta Ld. Mom.)
Actual LL Mom * 1/E * Impact
R.F. = 6.17 - (0.771 + 1.341) = 0.7166
26.993 * 0.219 * 0.958
Note: 0.938 is not the Impact Factor but is a reduction factor because the Live Load moments are
calculated using 30 percent Impact. The Live Load plus Impact moment must be reduced due to
the amount of fill on the box structure.
Inventory Rating = Rating Factor * Gross Vehicle Weight
= 0.7166 * 25 Tons = 17.904 Tons
The Operating Rating is computed similarly using fs = 28 ksi and fc = 1.8 ksi.; 28.8 Tons
15.10.2 Load Factor Design Load Ratings

Load rating by the LFD method must include Serviceability Requirements found in Section
8.16.8 of the AASHTO Design Specifications(6). This section contains Fatigue and Crack Control
specifications.
15.10.2.1 Inventory Rating for Fatigue

PAGE 2 of the spreadsheet (Figure 15.10.1.2 Loadrate Reinforced Concrete Box (RCB) (WSD &
LFD) Pg. 2) includes the WSD stresses which are calculated for use in checking fatigue for LFD
service criteria. This is done by solving Equation X-1 for the stress in the reinforcing steel. The
Allowable Fatigue Stress for concrete structures is calculated by using the equations shown below
to find the maximum allowable Live Load stress for fatigue.
Ff = 21 - 0.33 * fmin + 8 * (r/h) = stress range in kips per square inch.
fmin = algebraic minimum stress level, tension (+), compression (-)
(includes dead load stresses).
r/h = ratio concerning bar deformations, use 0.3 if not known.
Ff = fLL(max) + fLL(min)
Combining the above equations yields the following equation:
( 23.4 - f dl / 3 )
----------------------------------------------------------- *f
= f LL ( max ) (Adjusted)
( f LL ( max ) - 2/3 f LL ( min ) ) LL ( max )

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For a Type-3 truck @ the 1.4 point, find the maximum allowable live load stress for fatigue:
Initial Stresses:
LL (Max.)
LL (Min.)
DL
Ff
(+) 18.364
(-) 3.567
+6.853
22.279
The adjusted allowable maximum live load stress equals:

(23.4 - 6.853 / 3) --------------------------------------------------* 18.364 = 18.695 ksi
(18.364 - 2/3 (-3.567)
Therefore, 18.695 ksi is the maximum positive allowable Live Load stress for fatigue.
The Fatigue Inventory rating for the Type-3 truck:
18.695
(Allow.)------------------------------------* 25 Ton = 25.45 Ton
18.364 (Actual)
See (Figure 15.10.1.3 Load Rate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 3) for a
Summary of Inventory Ratings for Fatigue.
15.10.2.2 Inventory Rating for Crack Control

See (Figure 15.10.1.3 Load Rate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 3) also contains calculations for Allowable Crack Control Moments.
Z Allow. Crack Control f s = ------------------ 0.6 F y
1/3
( dc A )
(Note: fs need not be taken less than 24 ksi.)
Z = 130
dc = 1.5" Cl. + (bar dia.)/2 = 1.813"
A = Bar Spacing * 2 dc
= 6" (1.813*2) = 21.756 In.2
Substituting: fs = 38.19 ksi 0.6(40) = 24 ksi
Allowable moment based on fs = 24 ksi is 7.40 ft.-k.
Rating Factor = R.F. = Allow. Mom. - Dead Load Mom.
Actual LL Mom * 1/E * Impact
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R.F. =
7.40 - 2.112
= 0.934
26.993 * 0.219 * 0.958
Inventory Rating for Crack Control = 0.934 * 25 Ton = 23.34 Ton
See (Figure 15.10.1.3 Load Rate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 3) for Summary of Inventory Ratings for Fatigue.
The ratings for fatigue and crack control are not calculated at the operating level because they are
not of concern for the occasional permit load.
15.10.2.3 Operating Rating for Ultimate Moment

( - 0.6 p f y )
Mn = [A s F y d 1 ----------------------------
f c
= 0.9[(0.62)(40)(6.688)(1 - 0.6(0.00773)(40)]
3
= 140.1 inch-k/12 = 11.67 ft.-k
Rating Factor = Allow. Mom. - 1.3 (Dead Ld. Mom.)
1.3 * Actual LL Mom. * 1/E * Impact
=
11.67 - 1.3(2.112)
= 1.2122
1.3 * 26.993 * 0.219 * 0.958
Operating Rating = 1.212 * 25 Ton = 30.31 Ton
15.10.2.4 Inventory Rating for Ultimate Moment

Inventory Rating = Operating Rating x 0.6
= 30.3 Ton x 0.6 = 18.2 Ton
See (Figure 15.10.1.3 Load Rate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 3) for
Summary of Inventory and Operating Ratings for Ultimate Moments. The minimum load rating
summary is shown at various tenth points for the LFD method, including the service criteria.
Also shown , the final summary of load rating for the WSD method and the LFD method. It
should be noted these ratings are based on new structure conditions and on dead loads shown on
the original plans. Where required, changes in the amount of dead load or the condition of the
structure must be taken into account.

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Figure 15.10.1.1 Loadrate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 1

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Figure 15.10.1.2 Loadrate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 2

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Figure 15.10.1.3 Load Rate Reinforced Concrete Box (RCB) (WSD & LFD) Pg. 3

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15.11 Load Rating Adjustment

KDOT has successfully used a indirect method of adjustment based on the Health Index of the
structure. Adjustments are only made to the bridge superstructure and therefore only the superstructure Health Index is used for reference. The advantage of this method is it adjusts the actual
structure load rating value, as found by inspection, without having to reanalyze each structure at
each inspection cycle. KDOT has, in the past, compared this method to actual inspection adjusted
analysis and found reasonably good comparative results. However, there are limitations to this
methodology, they are as follows:
Do Not condition adjust bridges which have been transferred, removed, on the KTA, under
construction or Let for construction.
Do Not condition adjust bridges which have a design load greater than or equal to 600 ((a
code used for railroad or pedestrian overpass bridges)
* Do Not condition adjust bridges which are posted, closed (TB(201)>0), not load rated
(TB(271) and TB(282)=0 or do not have a superstructure condition rating (TB(140)=0).
Do Not condition adjust underfill structures: CAR, CMP, CSP, CLP, RAR, RCB, RFB, RRF,
RMP, RLW, MTU, YCB or YFB
Condition Adjusts the load rating of all bridges not eliminated by the above four bullets; use
the superstructure Health Index directly as a multiplier.
index-
0.555556 Health
-----------------------------------
+ 0.5 Original Rating = Adjusted Rating

100
Condition adjust load rating based on the load factor TB(263-272) and TB(256,257,260,261)
if they exist, otherwise condition adjust based on the working stress rating TB(274-283) and
TB(254,255,258,259).
If the condition adjusted amount is less than the posting limit (Operating Posting Level) for a
truck type, change the adjusted amount to one more than the limit and place a 10 in the
TB(252). The limits by truck type are as follows:
*See Table 15.11.2 CANSYS Translation for TB definitions.

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Table 15.11.1 Example of Condition Adjusted Data

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Table 15.11.2 CANSYS Translation
CANSYSIFieldName
TB201
TB271
TB282
TB140
TB263
TB264
TB265
TB266
TB267
TB268
TB269
TB270
TB271
TB272
TB256
TB257
TB260
TB261
TB274
TB275
TB276
TB277
TB278
TB279
TB280
TB281
TB282
TB283
TB254
TB255
TB258
TB259
TB252

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FieldDescription
MaintenancePostingsigntype
OperatingLoadfactorloadratingtype3S2truck(operating)
Operatingworkingstressloadratingtype3S2truck(operating)
Superstructureconditionrating(mostrecent)
OperatingloadfactorloadratingHtruck(inventory)
OperatingloadfactorloadratingType3truck(inventory)
OperatingloadfactorloadratingHStruck(inventory)
Operatingloadfactorloadratingtype3S2truck(inventory)
Operatingloadfactorloadratingtype33truck(inventory)
OperatingloadfactorloadratingHTruck(operating)
Operatingloadfactorloadratingtype3truck(operating)
OperatingloadfactorloadratingHStruck(operating)
Operatingloadfactorloadratingtype3S2truck(operating)
Operatingloadfactorloadratingtype33truck(operating)
T130Inventoryloadfactorloadrating
T130Operatingloadfactorloadrating
T170Inventoryloadfactorloadrating
T170Operatingloadfactorloadrating
Dateofworkingstressloadrating
OperatingworkingstressloadratingType3truck(inventory)
OperatingworkingstressloadratingHStruck(inventory)
OperatingworkingstressloadratingType3S2truck(inventory)
OperatingworkingstressloadratingType33truck(inventory)
OperatingworkingstressloadratingHTruck(operating)
OperatingworkingstressloadratingType3truck(operating)
OperatingworkingstressloadratingHStruck(operating)
Operatingworkingstressloadratingtype3S2truck(operating)
OperatingworkingstressloadratingType33truck(operating)
T130Inventoryworkingstressloadrating
T130operatingworkingstressloadrating
"empty"
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15.12 Posting/Signing Example

Using the above structural rating as an example, the following is a discussion of how a posting
level might be decided, if necessary. The numbers shown are in tons.
Posting
Truck
LFD Rating
Inv. Oper.
12.5
27.0
9.8 16.3
18.2 30.4
Semi Trailer
HS
T3S2
22.5
36.0
17.6 29.3
29.9 49.8
Truck-Trailer
T3-3
40.0
35.2 58.6
Truck
H
T-3
Since the rating trucks are between the Inventory and Operating ratings, this bridge may or may
not need to be posted depending on other factors such as deterioration, age, truck traffic, speed,
location, etc. If the decision is made to post the structure, the sign tonnages need to be determined.
See Section 15.14 Bridge Posting Philosophy and Guidance for an example method to arrive at
posting numbers.
If the ratings are low, a Type R12-1 sign with only one number would be appropriate (Not
Required). This sign is not recommended since it unnecessarily restricts the longer trucks.
If the decision is made to use a three-number sign, Type R12-5, a posting range for each vehicle
type is shown below.
Single Vehicle Range: 12 to 20 Ton
Semi-Trailer Range: 20 to 25 Ton
Truck-Trailer Range: 35 to 40 Ton
The three vehicle sign is recommended since it allows higher gross load on the longer trucks and
does not endanger the structure at the operating level.
An on-site inspection and judgement as to the condition of the structure and local traffic may be
required to determine where, within or below the ranges, this structure should be posted.

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15.13 Posting/Signing Example

Figure 15.13.1.1 Legal and Load Rating Trucks - (Exhibit A)

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Figure 15.13.1.2 Maximum Load Table (Exhibit B)

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Bridge Formula and Axle Combinations

April 20, 2001
Interior
Interior
Outer Bridge
Gross Weight
Outer Bridge (Gross

Weight)
Interior Bridge
Axles 1 - 3
Interior Bridge
Axle 2 - 5
Outer Bridge
Axles 1 5
Gross Weight
Internal
Internal
Internal
Internal
Internal Bridge
Internal Bridge
Internal Bridge
Internal Bridge
Outer Bridge (Gross Weight)
- 52 -

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Figure 15.13.1.3 Rating Summary Example (Exhibit C)

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Figure 15.13.1.4 Structural Steel Designations and Strengths (Exhibit D)

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Figure 15.13.1.5 KDOT Impact for Underfill Structures (Exhibit E)

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15.14 Bridge Posting Philosophy and Guidance

Figure 15.14.1.1a BRIDGE POSTING PHILOSOPHY AND GUIDANCE
1. Bridges with Inventory Load Ratings at or above legal loads do not require posting.
2. Bridges with Operating Load Ratings below legal loads must be posted.
3. For bridges with legal loads between Inventory and Operating Load Ratings, further investigation may be needed to determine if and at what level a bridge should be posted. As a general
rule, post at approximately midway between the Inventory and Operating rating (See Section
15.7 Posting Policy).
Listed below are several conditions concerning the structure which could help in this decision
making process. Ratings can be applied to most of these conditions and these ratings can be
then used to determine an overall increase or decrease in the load rating capacity of the structure.
a) The Age of the Structure:
Possible ranges: 0 to 15, 30 to 45, more than 60 years old.
b) Condition of the Structure:
Good, fair or poor. Visible cracks, deterioration near and below joints, reduced bearing area
on or at the piers and major problems with the deck or other elements.
c) Load Factor Load Ratings:
Lower rating levels should be treated with more care.
d) Structure Type:
Fracture Critical Structures (2 Girder) should be posted conservatively.
Structures with significant amounts of fill (boxes, pipes, arches, etc.) may have a wide
range between inventory and operating ratings to consider. The inventory ratings may be
below zero with very good operating ratings. Whether a structure is continuous or simple
span should also be considered.
e) Structural Material:
Steel structures are generally lighter weight and, because of this, will have a smaller range
between inventory and operating ratings. They also may have hinges and other details more
prone to deterioration than concrete structures.
f) Evidence of Distress:
Does the bridge have visible cracking to indicate it is being overstressed?
g) Public Needs or Location:
Is the structure under consideration of special concern to the area? Does the absence of this
bridge cause a long detour or other hardship to the community?

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h) Traffic Count, ADDT:

What is the volume of traffic across this structure? Low, medium, or high? How much of
this volume is trucks?
i) Inspection Frequency and Level:Is the structure inspected by a certified inspector or
licensed engineer? Monthly, every 6 months, yearly or every 2 years?
j) Maintenance Level:
Is the bridge being maintained intensely, moderately, or almost not at all?
k)Future Plans for this Location:
If this structure is deteriorated or weak, is a new bridge or rehabilitation being considered
soon? If not, you may wish to lower the posting to extend the life of the structure until something can be done.
4. Posting Signs: Bridges with low ratings (where the 3rd through 5th rating trucks are below 15
tons), should be posted with the one-truck sign because these vehicles with no payload are
already near this weight. If these numbers are higher, the three-truck sign should be used to
avoid unduly penalizing them.
5. KDOT has chosen to round posting numbers to 5 ton increments except for one-truck signs or
the first number on the three-truck sign. This does not necessarily apply to local authorities as
they set their own posting policies.
6. KDOT has developed a sample worksheet which may be used as an aide in deciding on the
posting level of a structure. The philosophy behind this worksheet is to start at the midpoint
between Inventory and Operating levels and add or subtract from there. The attached sheet is
only an example of how it could be developed and may be modified if so desired. This sheet is
only a guide and should be used with proper engineering judgement based on bridge inspection
and load rating experience.

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Figure 15.14.1.1 Posting Level Example Sheet

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References:
(1) Computation of Stresses in Bridge Slabs due to Wheel Loads, H. M. Westergaard, University
of Illinois, 1930.
(2) Wrought Iron and Steel Beams and Columns, 1893-1952, Herbert W. Ferris, AISC, 1953.
(3) Moments, Shears, & Reactions for Continuous Highway Bridge, AISC, 1983.
(4) The Manual for Bridge Evaluation, AASHTO, 2008. [MCEB-1]
(6) Standard Specifications for Highway Bridges, 17th Edition, AASHTO 2002. [HB-17-E2]
(7) LRFD Bridge Design Specifications, 5th Edition, 2010. [LRFD-US-5]
(8) Manual for Uniform Traffic Control Devices, 5th Edition, 2003. [MUTCD-5]
(9) Guide Specifications for Strength Evaluation of Existing Steel and Concrete Bridges (LRFD),
AASHTO, 1989. [GSEC]
(10) Guide Specifications for Fatigue Evaluation of Existing Steel Bridges, AASHTO, 1990.
[GSFEB]
(11) Guide Specifications for Fracture Critical Non-Redundant Steel Bridge Members, AASHTO,
1978. [GFC-2]
(12) Guide Specifications for Strength Design of Truss Bridges (LFD), AASHTO, 1985. [SDTB]
(13) Recording and Coding Guide for the Structure Inventory and Appraisal of the Nations
Bridges, FHWA, 1985. December, 1995
(14) Bridge Inspection Manual, Kansas Department of Transportation, Bureau of Design, Bridge
Management Section, January, 2007
(15) Bridge Inspection Manual, Bureau of Local Projects, January, 2011
(16) Code of Federal Regulations, 23 CFR Ch. 1, Part 658.5
(17) Timber Bridges-Design, Construction and Maintenance, U.S. Department of Agriculture,
August, 1992.
(18) Guide Specifications for the Design of Stress-Laminated Wood Decks, AASHTO, 1991
[SLWD]
(19) Alternative Load Factor Design Procedures for Steel Beam Bridges Using Braced Compact
Sections, AASHTO, 1991. [ALFD-2]
(20) Truckin Through Kansas, July, 2009 www.truckingKS.org
(21) Design Manual, Volume III, Bridge Section, KDOT, (Timber references: See Section V,
Falsework Design, Analysis and Inspection)

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16 FALSEWORK DESIGN, ANALYSIS

AND INSPECTION
Table of Contents
16.1 REVIEW AND APPROVAL OF FALSEWORK PLANS ...............................................1
16.2 DESIGN CONSIDERATIONS ............................................................................................4
16.3 LOADS ...................................................................................................................................5
16.3.1 Loads on Falsework ............................................................................................5

16.3.1.1 Dead Load Densities ...............................................................................................5
16.3.1.2 Live Load ................................................................................................................5
16.3.1.3 Wind Load ...............................................................................................................6
16.3.1.4 Lateral Load ............................................................................................................6
16.3.1.5 Vertical Load ...........................................................................................................6
16.3.2 Loads on Formwork ............................................................................................6
16.4 ANALYSIS ............................................................................................................................9
16.4.1 Timber - Allowable Stresses ...............................................................................9
16.4.1.1 Bending ...................................................................................................................9

16.4.1.2 Horizontal Shear ....................................................................................................10
16.4.1.3 Compression Perpendicular to Grain ....................................................................10
16.4.1.4 Compression Parallel to Grain ..............................................................................10
16.4.1.5 Fasteners ................................................................................................................11
16.4.2 Steel - Allowable Stresses .................................................................................12
16.4.2.1 Bending .................................................................................................................12

16.4.2.2 Column Compression ............................................................................................12
16.4.2.3 Shear ......................................................................................................................13
16.4.2.4 Web Crippling .......................................................................................................13
16.4.3 Deflection ..........................................................................................................13
16.4.3.1 Formwork ..............................................................................................................13

16.4.3.2 Falsework ..............................................................................................................13
16.4.3.3 Uplift .....................................................................................................................13
16.4.4 Soil Bearing .......................................................................................................14

16.4.5 Friction ..............................................................................................................14
16.5 MANUFACTURED ASSEMBLIES .................................................................................17

16.6 CONSTRUCTION PLAN NOTES RELATING TO FALSEWORK ...........................17
16.7 FALSEWORK REFERENCES .........................................................................................18
16.8 EXAMPLE NO. 1 - FALSEWORK CHECK FOR STEEL GIRDER BRIDGE .........21
16.9 EXAMPLE NO. 2 - FALSEWORK CHECK FOR CONCRETE SLAB BRIDGE .....44
16.10 Structure Erection Calculations and Considerations ....................................................52
List of Tables
Table 16.1-1 FALSEWORK/FORMWORK ..................................................................................3

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List of Figures
Figure 16.3.2-1 Loads on Formwork and Loads on Falsework ......................................................7
Figure 16.3.2-2 Loads on Superstructure Supported Formwork ....................................................8
Figure 16.4.5-1 Formwork and Falsework Suggestions (1) .........................................................15
Figure 16.4.5-2 Formwork and Falsework Suggestions (2) .........................................................16
Figure 16-7-1-1 Deck Falsework on Girder Bridge ......................................................................19
Figure 16.8-6(a) Finishing Machine Sketch .................................................................................31
Figure 16.8.14(a) Example of TAEG 2.1 result summary ............................................................43
Figure 16.9-1 Example of Falsework Submission ........................................................................45

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16 FALSEWORK DESIGN, ANALYSIS AND INSPECTION

16.1 REVIEW AND APPROVAL OF FALSEWORK PLANS
The Contractor shall be responsible for designing and constructing safe and adequate falsework.
The review or approval of falsework plans by the Engineer or permission to proceed with the
work shall not relieve the Contractor of his responsibility for successful erection and satisfactory
results. KDOT Specifications require falsework plans and details be prepared and sealed by a registered Professional Engineer. It shall be the Contractor's responsibility to engage a registered Professional Engineer for design and plan preparation of falsework plans.
The KDOT Bridge Section (or design Consultant) will review falsework plans when requested by
the KDOT Field Engineer. Falsework for bridges designed by a Consultant (at the locations noted
below) shall be reviewed by the Consultant as part of the Construction Services phase of the
Design Contract.
The review of falsework plans shall be documented in a letter from the bridge section (or design
Consultant) directed to the Engineer and shall note recommendations, inadequacies or revisions
which may be required. Approval or disapproval of the falsework plans and/or as constructed
falsework shall be made by the Field Engineer.
The Contractor shall submit to the Engineer seven copies of detailed falsework plans for review
and approval by the railroad company (where applicable) and the Engineer on the following structures:
1.
All structures over or under railroad tracks
2.
All structures built over highways or streets carrying traffic
3.
All structures carrying highway traffic during construction
4.
All structures requiring falsework plans as noted on contract plans
Three copies of detailed plans for falsework shall be submitted to the Field Engineer for review
prior to falsework construction on those structures not listed in 1 through 4 above.
See Table 16.1-1 FALSEWORK/FORMWORK for guidance concerning the types of structural
details which may require falsework/formwork plans to be submitted for Field Approval.
Seven copies of detailed plans for cofferdams and cribbing for footings on all structures adjacent
to railroad tracks, shall be submitted to the Engineer for review and approval by the railroad company and the Engineer.

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Work platforms or debris platforms used for concrete removal for widening or replacement of
bridges over traffic ways or railroads shall be considered falsework, and falsework plans and
methods of support shall be submitted to the Engineer for review. It is not required such plans for
platforms bear the seal of a registered Professional Engineer, however, they shall meet all requirements of falsework for structural adequacy and safety.
Falsework drawings shall be reviewed and considered satisfactory by the bridge section (or
design Consultant) before submission to other agencies. All falsework plans are to have the stamp
shown below (or similar) with the appropriate date and box marked. If corrections are noted, mark
the box titled, RECOMMENDED FOR APPROVAL (AS NOTED IN RED). Other considerations will be noted in the transmittal letter.
The Field Engineer will examine the falsework plan so the drawings show the type, size, grade,
and the finish of all lumber used. Also show the minimum size and type of falsework piling to be
used, design piling loads, assumed live loads, concentrated equipment loads, screed loads and
adequate details of the Contractor's proposed method of construction to permit checking by the
Engineer. The drawings shall also bear the seal of a licensed professional engineer. To document
that the review has been accomplished, the Field Engineer will date and initial the falsework plan.
The Engineer shall be allowed a reasonable time to review any working drawings submitted by
the Contractor for approval.
The Engineer may refuse permission to proceed with other phases of the work if he deems the
falsework unsafe or inadequate to properly support the loads to which it will be subjected.
All falsework plans must have a stamp similar to the one shown below. Locate the stamp as close
to the lower right hand corner of the sheet as possible.
DATE:
REVIEWER
RECOMMENDED FOR APPROVAL

RECOMMENDED FOR APPROVAL (AS NOTED IN RED)
NOT RECOMMENDED FOR APPROVAL

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Table 16.1-1 FALSEWORK/FORMWORK

For Structures listed
Other Structures
in Spec. Prov. (1-4)
not listed in (1-4)
1) Designed by P.E.
1) Designed by P.E.
2) 7 sets* for review and

comment by design.
2) 3 sets for Field review
Not required
for review
1) Culvert spans <
16 or heights <
14.
2) Formwork
3) Field review of plans

and approval of as
constructed falsework/
formwork.
3) Field review of plans and

approval of as constructed
falsework/formwork
3) Field approval of
as constructed
Falsework/formwork
4) Other Structures may

include:
a) Rigid Frame Boxes with
spans > 16 ft. or heights
> 14 ft.
b) Decks with girder spacing
> 14 ft.
c) Deck overhangs with
distance > beam depth or
> 54 inches.
d) Substructure forming with
non-typical support.
e) Superstructure forming with
non-typical support.
* Submit 3 sets for initial review.

7 sets required for final distribution.

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16.2 DESIGN CONSIDERATIONS

Precise computations for falsework are not necessary. Many times the worst case scenario can
be selected and checked. All falsework shall be designed and constructed to provide the necessary
rigidity and to support the loads without deleterious settlement or deformation. Screw jacks or
hard-wood wedges to take up settlement in the formwork either before or during the placing of
concrete may be required.
See Figure 2.2.3-2b Construction Clearance Diagram for construction clearance requirements to
public roads and railroads. Minimum clearance requirements are normally shown on the construction plans. Falsework supports adjacent to traffic ways must be protected by barriers and shall be
designed to resist vibration forces caused by passing vehicles.
The importance of adequate diagonal and longitudinal bracing to the safety and stability of the
entire shoring system cannot be overemphasized. Diagonal bracing must be provided in both vertical and horizontal planes to provide stiffness and prevent buckling of individual members of the
falsework. Experience shows most failures may be attributed to a lack of adequate lateral bracing
(transverse or longitudinal) and a failure at one location may cause progressive failure for the
entire structure (domino effect). Special consideration should be given to superelevated structures
due to their inherent lateral instability and particularly to superelevated structures in combination
with profile grades in excess of 4 percent.
Falsework bents shall be constructed with driven timber pile unless falsework can be founded in
rock or shale. However, with approval, falsework pads may be used when underground utilities
preclude the use of driven piling.
The Contractor is responsible for determining the safe bearing capacity of the foundation material
on which the falsework supports will rest. Site drainage must be adequate to prevent soil saturation and washout of the soil supporting the falsework supports.
KDOT recommends the minimum bracing of timber bents to be 2 x 6 members with a minimum
of two adequate fasteners (20d spikes or better) per connection. The bracing member must be able
to resist both tension and compression. Steel bands should not be used for bracing or splicing load
carrying members.
The Engineer shall confirm the type and size of lumber used in formwork and falsework. Most
contractors will use S4S (standard dressed size). Rough cut (full size) may be used for pole caps
and beams. Moments of inertia and weights must be adjusted for the type used.

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16.3 LOADS
Formwork is considered to be the material or form which provides the shape to the concrete
placement and the immediate structural system which supports the form.
Falsework is the structural system supporting the formwork.
Temporary bents or supports for beam or girder erection are also considered falsework.
16.3.1 Loads on Falsework

16.3.1.1 Dead Load Densities
Concrete:
(normal wt.)
160 lbs/ft.3 (vertical, includes wt. of reinf. steel and forms)

85 lbs/ft.3 (horizontal fluid pressure)
Timber:
Steel:
Formwork (light):
(heavy):
50 lbs/ft.3
490 lbs/ft.3
3-5 lbs/ft.2 (min.)
6-10 lbs/ft.2 (min.)
Timber and steel member densities from appropriate manuals may be used. A density of
lbs/ft.2 may be estimated for timber formwork down to the falsework.
10
16.3.1.2 Live Load

The actual weight of equipment to be supported, applied as a concentrated load at point of application (screed rail, etc.) plus a uniform load of 20 lbs/ft.2 applied over the entire area supported
including the walkway. In addition, a load of 75 lbs/linear ft. shall be applied at the outside edge
of the deck. (Note: This loading does not apply to superstructure supported formwork. See Section 16.3.2 Loads on Formwork). To prevent an unrealistic loading condition when analyzing
falsework members below the level of bridge soffit, it is KDOT's policy to limit the distance over
which the 75 lbs/linear ft. loading will occur to a loaded zone 20 feet in length measured along the
edge of the deck. The loaded zone will be viewed as moving load positioned to maximize stresses
in the falsework member under consideration.
The Contractor furnished falsework plans should include expected concentrated equipment loads,
including screed loads. If not, they should be requested by the reviewer.

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16.3.1.3 Wind Load

20 psf exposed area (approx. 60 mph). Wind load should be considered for falsework over 30 ft.
high.
16.3.1.4 Lateral Load

Minimum of 2 percent of total dead load. Superelevation and steep profile grades may combine to
produce very large lateral loads. Falsework supporting bridge roadways with combination of profile grade and/or superelevation greater than 0.04 ft./ft. shall use a minimum lateral load of 4 percent of total dead load.
16.3.1.5 Vertical Load

The minimum vertical load to be used in the design of falsework member shall be 100 lbs/ft.2
measured over the total area supported by the member.
16.3.2 Loads on Formwork

Loads on formwork shall be investigated for all members down to the main support members. For
dead load, use the weight of the formwork plus the weight of the freshly placed concrete. For live
load use 50 lbs/ft.2 unless motorized carts are to be used in which case, 75 lbs/ft.2 should be used
over the deck area. The finishing machine shall be added as a concentrated load. The minimum
design value of combined dead load plus live load on the bridge deck (excluding walkway) shall
not be less than 100 lbs/ft.2 (125 lbs/ft.2 if motorized carts are used.) The walkway and supports
should be designed for a live load of 50 lbs/ft.2. (See Figure 16.3.2-1 Loads on Formwork and
Loads on Falsework).
Superstructure supported formwork such as overhang brackets, deck walers, hangers and needle
beams used on girder bridges are subject to direct and nonredundant load distribution and therefore it is KDOT's practice to design these members using the more conservative formwork loading as described above. (See Figure 16.3.2-2 Loads on Superstructure Supported Formwork).
With respect to falsework review requirements, the normal proprietary deck stringer/joist/overhang brackets used on girder bridges need only be reviewed if girder spacing or overhang distance
exceed those shown in KDOTs specification.
However, due to deflection concerns and critical connection to the superstructure, needle beam
supports should be reviewed as falsework and thus would require submittals to the Field Office.
Temporary structures, cofferdams, temporary sheeting and other non-conventional falsework or
formwork will require submittal to the Field Office.

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Figure 16.3.2-1 Loads on Formwork and Loads on Falsework

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Figure 16.3.2-2 Loads on Superstructure Supported Formwork

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16.4 ANALYSIS
In general, due to the condition of used material, the variance in quality of construction, unexpected construction loads and the consideration of safety for construction personnel and the traveling public, it will be KDOT's policy to use conservative values of allowable structural capacity.
Unless otherwise directed on the plans, used material will be permitted when it conforms to the
dimensions and material specified on the falsework plans. Used material shall be free of splits,
cracks, holes, etc. which will reduce the structural capacity. No. 2 Grade or better material is
required. The following information reflect particular species and grade; therefore, the allowable
are specific to the material. The designer will used the allowable based on the contractors specific
materials.
When the Contractor can certify his material is capable of supporting a greater stress, higher values may be used.
16.4.1 Timber - Allowable Stresses

16.4.1.1 Bending
f = Mc/I 1,200 psi
Beams shall be checked for stability. Inadequate bracing may allow the compression edge of the
beam to buckle under a load which it would otherwise be capable of carrying. The amount of
restraint needed for stability is a function of the depth-to-width ratio. The following guidelines
may be used to determine the need for bridging or blocking of joists and wood beams:
If the nominal depth-to-width ratio of a timber beam is 2:1 or less, no lateral support is
needed.
If the nominal depth-to-width ratio is 3:1, the ends of the beam should be held in position.
If the ratio is 4:1, the ends shall be held in position and the member held in line as by purlins or sag rods.
If the ratio is 5:1, the ends shall be held in position and the compression edge held in line
as by direct connection of sheathing, decking, or joists.
If the ratio is 6:1, the ends shall be held in position and the compression edge held in line
as for 5 to 1, together with adequate bridging or blocking spaced at intervals not exceeding
6 times the depth.
If the ratio is 7:1, the ends shall be held in position and both edges firmly held in line.

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16.4.1.2 Horizontal Shear

H = 3V/2bd 120 psi (for rectangular beam)
Shearing stress may determine the size of member required where short spans are heavily loaded.
When computing V, neglect all loads within a distance from the face of support equal to the
depth of the beam.
If the allowable stress is exceeded when computed by the above general formula, the shear value
V may be determined by using the checked-beam formula. See references for discussion of the
checked-beam method.
16.4.1.3 Compression Perpendicular to Grain

Fc = P/A 400 psi
For bearings less than 6" long and not nearer than 3" to the end of a member, the maximum allowable load per square inch is obtained by multiplying the allowable unit stress in compression perpendicular to the grain by the factor:
L + 3/8
L
where L = length of bearing in inches.
16.4.1.4 Compression Parallel to Grain

Fc = 850 psi
Falsework posts may be considered as pinned at top and bottom, regardless of the actual end condition. The maximum allowable stress depends on the slenderness ratio. Timber posts are classified as short, intermediate or long depending on the failure mode. The design load for a column
of round cross-section shall not exceed the capacity for a square column of the same crosssectional area.
For short posts (L/d 11): Fc'= Fc 850 psi
where
F'c = adjusted allowable compression parallel to grain

L =
unsupported length
d =
least dimension
For intermediate posts (11 < L/d < K):

1 L / d 4

F c = F c 1 -
3 K
where
K =

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0.671 E F c
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E =
=
Design Manual
modulus of elasticity of wood

1,500,00 psi
For long posts (K L/d < 50):

Fc = 0.30 E
(L/d)2
Driven timber piling shall be subject to the above criteria; however, the maximum design loads
for driven piling shall not exceed:
8" diameter
10" diameter
=
=
10 ton/pile
16 ton/pile
Compute pile capacity using the ENR pile driving formula.
16.4.1.5 Fasteners
For lateral load and strength of fasteners consult the ACI 347 Formwork book. It is KDOT policy
to assume, for temporary structures, 100 percent of allowable design values may be used for lag
bolts, nails, spikes or thru bolts. When wind load is a design factor, connection values may be 125
percent of design values.

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16.4.2 Steel - Allowable Stresses

16.4.2.1 Bending
f = Mc/I 18,000 psi
(fy = 33,000 psi)
If the compression flange is supported, this formula is sufficient to determine the section needed
to carry the applied load for a beam in bending. If the compression flange of a beam is not supported, the maximum allowable bending stress must be reduced to prevent flange buckling. The
strength of beams in lateral buckling is quite complex due to the many factors involved. However,
the following formula may be used to estimate the allowable stress:
f (maximum) = 12,000,000 18,000 psi
Ld/bt
where
L =
unsupported length (inches)
d =
beam depth
b =
flange width
t =
flange thickness
In determining the lateral support of compression flanges developed by other falsework members,
it is KDOT policy to neglect friction between the joists and top flange of a beam.
When bracing steel beams, it is important to realize timber cross-bracing alone will not prevent
flange buckling because timber struts alone resist only compression forces. The most effective
bracing system would use the wood cross-bracing in combination with steel tension ties secured
across the top and bottom of adjacent beams.
16.4.2.2 Column Compression

P/A = 16,000 - 0.38(L/r)2
where
r =
radius of gyration
L =
unsupported length
(limiting L/r value is 120)
When the L/r limiting value is exceeded, additional bracing can be added to decrease L or use a
larger section to increase r.
The above formula assumes an effective length factor of 1. Determining the actual effective
length of a column with fixed or restraint ends is unnecessary. Treating columns ends in falsework
bents as being pinned is conservative for columns with end restraints.

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16.4.2.3 Shear
v = V/ht < 11,000 psi
where
h =
t =
depth of beam
web thickness
16.4.2.4 Web Crippling

Beams should be checked at interior and end reactions to make sure the compressive stress in the
web of the toe of the fillet does not exceed 25,000 psi. The following are governing formulas:
For interior reactions,
f = R/t(N+2k)
For end-reactions,
f = R/t(N+k)
where R = concentrated load or reaction, lbs.
t = thickness of web, inches
N = length of bearing, inches
k = distance from outer flange to web toe of fillet, inches
When the actual value exceeds the allowable, the web should be stiffened or the bearing area
increased.
16.4.3 Deflection
NOTE: When checking deflections, use dead load only.
16.4.3.1 Formwork
The deflection for formwork should be limited to span/360 with a maximum of 1/16 for deck
plywood and 1/4 for walers.
16.4.3.2 Falsework
For falsework the deflection shall be limited to span/240 with a maximum of 1". Whenever the
deflection on falsework beams exceeds 1/4, adjustments should be made at the quarter points.
16.4.3.3 Uplift
Negative deflection may occur where falsework beams are continuous over a long span and a relatively short adjacent span. Beam lift-off can be prevented by loading the short span first, or by
restraining the end of the beam.
Cantilevered falsework spans will also produce an upward deflection which must be considered.
Movement may be controlled by blocking of the main span.

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16.4.4 Soil Bearing

When checking the adequacy of a spread footing or sill, use the following allowable bearing values:
Below average soil Average soil
Pavement
-
2,000 psf
3,000 psf
6,000 psf
Soil can be classified as average if it is firm enough to walk on without indentation of the heel of
a shoe. Jacks may be required for adjustment of falsework due to settlement. Longitudinal bracing
between bents founded on sills may be required to provide stability from lateral forces.
16.4.5 Friction
Coefficient of Friction:
steel on steel
steel on wood
wood on wood
0.10
0.20
0.30
Do not rely on friction for lateral support. Vibration, uplift, partial loading, etc., can reasonably be
expected to reduce contact bearing during placement or erection.

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Figure 16.4.5-1 Formwork and Falsework Suggestions (1)

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Figure 16.4.5-2 Formwork and Falsework Suggestions (2)

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16.5 MANUFACTURED ASSEMBLIES

If stock form accessories are used, the Contractor should submit technical data or a Statement of
Compliance from the Contractor and signed by the manufacturer pertaining to the product showing safe load, material, intended use, how spliced or lapped and how attached. Examples are:
Jacks
Coil ties
Coil rods
Overhang brackets
Metal scaffolding
The Engineer must be able to verify the item is being used as the manufacturer intended.
When using overhang brackets on steel girders, the lateral loads applied to the girder flanges will
produce an overturning moment in the girder. It also places a lateral force into a compression
flange which already wants to kick out. A composite beam is rather weak without the deck and
could be severely loaded under construction loads. Additional temporary struts and tension ties
may be required to prevent overstressing of the permanent diaphragm connections.
16.6 CONSTRUCTION PLAN NOTES RELATING TO FALSEWORK

The following plan notes should be used concerning falsework and camber for concrete slab
bridges:
NOT4100, 4110, 4120, 4130, 4140, 7800 and 7810
The following plan note should be used concerning falsework bents at field splices and would be
applicable to either bolted or welded connections for steel girders:
NOT6520
Standard Notes can be found on the Internet at http://www.ksdot.org/burdesign/standard_notes/
usstdnot.doc

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16.7 FALSEWORK REFERENCES

1.
KDOT Construction Specifications, 1990, 7013(b), p. 376 and 702.07(d), p. 403.
2.
Standard Specifications for Highway Bridges, AASHTO, 17th Edition, 2002, Div.
II Construction, Section 3, Temporary Works
3.
Formwork for Concrete, American Concrete Institute, Publication SP-4, 4th

Edition, 1979 and 5th Edition, 1989.
4.
Timber Construction Manual, American Institute of Timber Construction, 3rd

Edition, 1985
5.
Wood Structural Design Data, National Forest Products Association, 1970

Edition
6.
Timber Design and Construction Handbook, Timber Engineering Company,

1956
7.
Douglas Fir Use Book Structural Data and Design Tables, Western Wood
Products Association (formerly West Coast Lumbermen's Association), 1961
Edition
8.
Formwork for Concrete Structures, R.L. Peurifoy, 1964
9.
Bridge Deck Forming Handbook, 1983 Dayton Superior Corporation
10.
Falsework Manual, State of California, Jan. 1988
11.
Bridge Design Manual- Bureau of Structures and Geotectnical Services
12.
Manual of Steel Construction, AISC, 9th Edition
13.
Charles G. Salmon and John E. Johnson, Steel Structures: Design and Behavior,
Second Edition, Harper and Row, New York, 1980.
14.
Design for Concrete Deck Overhang Loads AISC Marketing, Inc., June 15,
1990 (Final Report)
15.
Torsional Analysis of Steel Members AISC, 1983

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Figure 16-7-1-1 Deck Falsework on Girder Bridge

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16.8 EXAMPLE NO. 1 - FALSEWORK CHECK FOR STEEL

GIRDER BRIDGE
Ref: Formwork for Concrete, 4th Edition, 1979, American Concrete Institute, Publication SP-4.
Check falsework and framing system submitted for a 116-145@100-65 Continuous Steel Plate
Girder (Composite). The cross-section has 6 girders under a 44-0 Roadway.
(When reviewing falsework plans, the checker must be aware the picture does not always show
what the contractor needs to build. The falsework system submitted by the contractor for this
bridge shows only 4 joists, when in fact, 8 joists are required (See Sheet Figure 16-7-1-1 Deck
Falsework on Girder Bridge). This type of inaccuracy should be noted and corrected to avoid possible confusion in the field.)
A catalog clip of the proposed overhang bracket is attached. This information should come with
the review request. If information on hardware is not received, request it.
Check center bay. Falsework plans were submitted for Double 2 x 8 walers at 4-0 centers. Some
form of beam hanger will support the walers.
Check Plywood deck form

Given: 9" deck, 50 psf Live Load
Supported at 12" centers
Dead load:
deck 0.75 x 160 pcf
plywood (Table 4-3, ACI-SP4)
Live load:

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= 120 psf
= 2.2 psf
= 50.0 psf
Total load = 172.2 psf
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Design Manual
From Table 7-2 6th Edition (ACI-SP4), for a load of 175 psf, f = 1,545 psi (four or more supports)
& plywood:
Safe plywood support spacing = 20" (strong way) > 12" (ok)
(ok)
= 14" (weak way) > 12" (ok)
Note: For an explanation of strong way/weak way use of plywood, see Fig. 4-6, page 4-8
(ACI-SP4).
Check 2 x 4 deck joists
Given: Joists spaced at 1-0 centers and supported at 4-0 centers.
Total load to joists (x 1 spac.)
(from previous calculation)
Weight of 2 x 4 joists (50 pcf)
= 172.2 lbs/ft.
= 1.8 lbs/ft.
Total load = 174.0 lbs/ft.
Check bending:
2 x 4 section properties:
S = 3.06 in.3
I = 5.35 in.4
M = wL2/10 = 174.0 lbs/ft. x 12 in./ft. x (4)2/10 = 3,341 in.-lb.

f = M/S = 3,341 in.-lb./ 3.06 in.3 = 1,092 psi < 1,200 psi (ok)
Check deflection: (allowable = 48"/360 = 1/8)
(Note: When checking allowable deflections, do not include live load.)
Therefore, w = 174.0 lbs/ft. - 50 lbs/ft. = 124 lbs/ft.
124 lbs/ft.(48")4
= wL4/145 EI =
(12)145(1.5x106 psi)(5.35 in4)
0.047 < 1/8 (ok)
Codes (not AASHTO) limit deflection to 1/360 of span as a tolerance for appearance and having a
workable structure (see pg. 6-5 ACI Formwork). On a deck, deflection would have little adverse
effect unless it affected the finishing screed.

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Check horizontal shear: H = 3V/2bh

V = 0.6 wL (for uniformly loaded)
L = 4-0
w =174.0 lbs/ft.
V = 417.6 lbs.
H = 3(417.6) = 119 psi < 120 psi (ok)
2(1.5) (3.5)
Check bearing:
Bearing Length= 1 + 1
L = 3 < 6
Referencing Section 16.4.1.3 Compression Perpendicular to Grain
+ 3 8- = 3-----------------+ 3 8- = 1.125
Factor = L
------------------L
3
Reaction
= 1.1 wL = 1.1 (174.0 lbs/ft.)(4.0) = 765.6 lbs.
Area
= (1.5) 2 x 2 = 4.5 in.2
Bearing stress: 765.6 lbs. / 4.5 in.2 = 170 psi < 450 psi (ok)
400(1.125) = 450 psi
Check 2 x 4 deck joists by Tables
From Dayton-Superior Formbook (pg. 8), (also see Table 7.5.2 ACI Formwork);
For f = 1,500 psi, load = 175 lbs/ft., 3 or more spans:
Maximum safe spacing of joists equals 56". To correct for values other than the tabular values
(such as f = 1,200 psi instead of 1,500 psi), use the following method:
Tabular values:
L1, f1, w1
Actual values:
L2, f2, w2

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f 1 = w 1 L 21 / 8S
M = wL 8 ; f = M / S;
f 2 = w 2 L 2 8S
2
f 1 / f 2 = ( w1 L12 / 8S) / w2 L22 / 8S) = w1 L12 / w2 L22

solving for L2 =
2
w1 L1 f 2 / w2 f 1
for f2 = 1,200 psi;

2
L2 =
(--------------------------56 ) 1, 200- = 50.1 > 48 (ok)

1, 500
NOTE:When checking maximum formwork spacings using tables, the allowable bending, shear,
and deflection values have been satisfied and therefore need not be checked.
Check double 2 x 8 walers
Note: Overhang brackets, deck walers and hangers on girder bridges are defined as falsework
members. However, these members are subject to direct and nonredundant distribution of
loads and therefore it is KDOT's practice to design these members using the more
conservative formwork live loading.
Reaction of 2 x 4 joist on walers:
(See AISC Beam Diagrams for reaction formulas.)
R = 1.1 wL = 1.1 174.0 lbs/ft. 4.0 = 765.6 lbs.

The waler selfweight is 7.8 lbs/ft
Assume 2 x 4 joists are continuous over 3 supports and load 2 x 8 walers as a uniform load. 2 x 4
joists are at 1-0 centers therefore uniform load = 765.6 lbs/ft.+7.8 lbs/ft. = 773.4 lbs/ft.
Beam spacing is 8-0 centers, overhang supports subtract about 1-0 from spacing, therefore,
use span = 7-0.
Simple beam moment = wL2/8
Double 2 x 8:

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S = 13.14 in.3
S = 26.28 in.3
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Design Manual
773.4 ( 7 )
M = ------------------------------ = 4, 737 ft.-lbs.
8
3
f = 4, 737 ft.-lbs. ( 12 ) 26.28 in.

= 2, 163 psi >> 1,200 psi (NG) OVERSTRESS
(At this point, the Contractor was contacted and told the double 2 x 8 walers at 4-0 centers were
unacceptable.)
Note of Caution:
Falsework reviewers should not accept Contractors arguments concerning

falsework if the analysis indicates the members would be excessively
overstressed. In this case, the Contractor agreed to reduce the waler
spacing to 3-0.
R = 1.1 wL = 1.1 ( 174.0 / ft. ) ( 3 ) = 574.2 lbs.

2
lbs. ( 7 ) 12f = M S = 574.2

----------------------------------------------------8 26.28 in.3
= 1, 606 (high, but probably ok)
Contractor indicated he would use #2 yellow pine. We assumed he would have good walers.
Check double 2 x 8 walers by Tables
Reference Dayton-Superior Forming Handbook (pg. 9):
For load of 600 lbs./lin.-ft. and f = 1,500 psi, the maximum support spacing for double 2 x 8
walers is 79".
Adjust the tabular support spacing as found above for w = 574.2 lbs./lin. ft., and f = 1,606 psi:
2
L2 =
L f2 w1
-------------------=
w2 f1
(-----------------------------------------79 ) 1, 606 ( 600 )

574.2 ( 1, 500 )
= 83.56 ( approx. = 84 used; ok )

Check horizontal shear: H = 3V/2bh
V = wL/2
L = 7-0
w = 574.2 lbs/ft.
V = 2,010 lbs./ 2 walers = 1,005 lbs.
3 ( 1, 005 )
H = ------------------------------- = 139 psi > 120 psi (12% overstress, say okay)
2 ( 1.5 ) ( 7.25 )

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Check bearing: (Assume 3 diameter bracket)
Bearing area = d2/4 - (d x 5/8)

= (3.5) 2/4 - (3.5 x 5/8)
= 7.43 in.2
Since bearing length < 6" and assume bearing not nearer than 3" to end of member, bearing
allowable may be increased by (L+3/8)/L.
L = Length of bearing
= (3.5 + 3/8)/3.5 = 1.11
Allowable bearing = 1.11 x 400 = 444 psi
Actual bearing = 2,010 lbs. / 7.43 in.2 = 270.5 < 444 psi (ok)
Waler Hangers
Reaction (simple beam) = wL/2
R = 574.2 lb./ft. x 7 / 2 = 2,010 lbs.
Contractor should indicate type of hanger used. Most hangers will accommodate this load.

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Overhang Brackets
Overhang brackets are difficult to check. The shapes are indeterminate and are usually selected
for a safe working load stipulated by the fabricator. A catalog print of the bracket is essential and
a check should be refused until one is received.
Things to watch:
1.
Is bracket being used within the dimensions shown? Extensions are available from
manufacturer. Bracket may also be blocked out with a 2 x piece in which case an end
cantilever may result.
2.
For a steel beam or girder the telescoping arm should kick into the bottom flange if
possible. There have been problems with bending webs resulting in finishing problems on
some steel bridges.
3.
Check the location of the rail for the finishing screed. It will usually be carried by the
overhang bracket.
Check load on bracket. Brackets are spaced the same as walers because of support hangers. (For
this example, bracket spacing is at 3-0 centers).

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Finishing Machine:
Finishers generally run on at least 4 supports called bogies. A bogie has 2 wheels and travels
over a rail supported by the overhang brackets. Weights of finishers vary from 2,000 to 6,000 lbs.
The Contractor should supply finisher weight information.
For this example, assume the screed load is 5,700 lbs. Add additional weight for the power unit
end of finisher which is heavier than the idler end. Assume 75 lb. per wheel for the power unit.
Also include weight of a 200 lb. operator.
Total load per wheel = 5,700 lbs./8 wheels = 712.5 lbs./wheel
Add weight of 200 lb. operator = 200 lb./4 = 25.0 lbs./wheel
Add weight of power unit
= 75.0 lbs./wheel
Total Finisher weight per wheel
= 812.5 lbs.
(Use 815 lbs./wheel)
Compute wheel load per bracket using simple beam distribution:
R(max) = 815 lbs. + 815 lbs./3 = 1,087 lbs./bracket (Screed Load)

Compute dead load to brackets:
(P1) Concrete - (0.75)(3)(3)(160 lbs/ft.3)
(P5) Bracket
(P4) Forms - (5.85)(3) x 5 lbs/ft.2)
Total Dead Load
Compute live load to brackets:
On concrete: 50 lbs/ft.2(3)(3)
On walkway: 50 lbs/ft.2(2-6)(3)
(P2) Total Live Load

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= 1,080 lbs.
=
50 lbs.
=
88 lbs.
= 1,218 lbs.
= 450 lbs.
= 375 lbs.
= 825 lbs.
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Design Manual
Total maximum load to bracket:

(P1+P5+P4) Dead Load = 1,218 lbs.
(P2) Live Load = 825 lbs.
(P3) Screed Load = 1,087 lbs.
3,130 lbs.
The bracket is rated by the manufacturer at 3,600 lbs., therefore, it is sufficient.
Approximate check of overhang bracket:
3.0(F) = 3.21(1,087) + 2.93(913) + 1.5(1,080) + 1.95(50)

F = 2,627 lbs.
Force in Strut: 2,627 lbs. = 3,025 lbs.
Cos 29.7
Check diameter bolt (double shear): (Assume A307 bolt)
3,025 = 7,563 psi < 11,000 psi allowed (ok)
2(0.20 in.2)
Check hanger rod:
Total load on bracket = 3,130 lbs.
3,130 lbs. = 4,426 lbs. < 6,000 lbs. allowed per Manufacturers Specifications
cos 45

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Figure 16.8-6(a) Finishing Machine Sketch
The above screed loading sketch is to be placed on a Miscellaneous Details sheet on all steel
girder bridge plans. The Bridge Designer will estimate the maximum screed loads allowable
based on the torsional capacity of the beam and the screed configuration shown above.
The following section (Check Torsional Stresses in Exterior Girder) presents a method for estimating torsional beam capacity. Another method which more accurately reflects the response of
the girder has recently been developed under the K-Tran Project (KU-96-3) entitled Torsion of
Exterior Girders of a Steel Girder Bridge During Concrete Deck Placement - A Design Aid. See
Chapter 6 Steel for additional discussion on torsion of exterior girders.

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Check Torsional Stresses in Exterior Girder

(Ref. Design for Concrete Deck Overhang Loads AISC Marketing, Inc., June 18, 1990 (Final
Report))
Flanges in compression shall be checked to limit both permanent deformations and for adequate
ultimate strength. Flanges in tension are checked to limit permanent deformations only.
In the design phase, the Engineer will need to estimate the maximum screed wheel loads, wheel
spacing and overhang cantilever bracket spacing. These variables are dependent upon the type of
screed and finishing equipment used, width and skew of the bridge, and length of overhang.
Weights of finishing machines may be obtained from their respective catalogue clips. Overhang
bracket spacings are normally in the 3 to 4 foot range.
For this example, assume a 44-0 roadway with a Gomaco C-450 finishing machine. Compute
weight as follows:
Gomaco C-450:
24 basic unit
+ 2-12 extensions
5,700 lbs./8 wheels

+ 200 lb. operator/4 wheels
+ Power Unit end
=
=
=
=
=
4,200 lbs.
1,500 lbs.
5,700 lbs.
712.5 lbs./wheel
50.0 lbs./wheel
75.0 lbs./wheel
837.5 (Use 850 lbs./wheel)
Note: Using TAEG Software, the bridge designer shall show on the plans the maximum screed
load allowable based on the torsional capacity of the beam. (Max. 1,500 lbs./wheel)
See
Figure 16.8-6(a) Finishing Machine Sketch.

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Design Manual
Assume a 3 foot overhang bracket spacing with 21-0 diaphragm spacing.

Girder and overhang details are as follows:
Schematic of exterior girder:
Torsional loads may be computed using the method described in the AISC Marketing Report or
manually a follows:
Compute torsional moments due to screed machine:
Screed load should be moved along girder in between diaphragms to obtain the largest torsional
moments.

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Design Manual
Distribute screed load to brackets (vertical load):
Compute force to flange:

Screed load x moment arm/girder depth (center of flanges)
(1133#)(3.21)/(52.75"/12)
(567#)(3.21)/(52.75"/12)
= 827 lbs.
= 414 lbs.
Schematic of forces on flange:
Compute shear:
V = Pb2(3a + b)/L3
827(16.5) 2/(21) 3x[3(4.5) + 16.5)]
= 729 lbs.
(repeat for the other 3 loads)
= 293
= 414
= 121
1,557 lbs.

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Compute fixed end moment: M = Pab2/L2
L = 21
827(4.5)(16.5)2/(441)
2,297 ft.-lbs.
=
=
=
1,283
2,171
713
6,464 ft.-lbs.
Maximum torsional shears and moments due to screed machine:
The maximum torsional moment due to the screed load

at the diaphragms:
(Mfw)max = - 6,464 ft.-lbs.
at the center of beam:
(M+)max = +3,681 ft.-lbs.
Compute torsional moment due to uniform dead and live loads:
Lateral Pressure on Form:
Horizontal fluid pressure:

Q = 85 lbs./ft.3
Pn = (85 lbs./ft.3)((0.75)2/2) = 23.9 lbs./ft.

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Design Manual
Lateral Pressure Moment = 23.9 lbs./ft. (3) x 44.67"/12 = 267 ft.-lb.

Concrete (P1):
1,080 lbs. x 1.5
Forms (P4):
88 lbs. x 2.93
LL on Conc. (P2):
450 lbs. x 1.5
LL on Walkway (P2):
375 lbs. x 4.6
Bracket (P5):
50 lbs. x 1.95
Total dead load torsional moment per bracket
= 1,620 ft.-lbs.
= 258
= 675
= 1,725
=
98
= 4,376 ft.-lbs.
Lateral Force to flange = 4,376 ft.-lbs. / 4.40 ft. = 995 lbs.

Calculate fixed end moments:
M = Pab2/L2
L = 21
995 lbs.(1.5)(19.5)2/(441)
-1,287 ft.-lbs.
=
=
=
=
=
=
-2,764
-3,084
-2,612
-1,713
- 754
- 99
-12,313 ft.-lbs.
FEM
Compute Max. Shear: 995 lbs. x 7 brackets / 2 = 3,483 lbs.

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The maximum torsional moments due to uniform dead and live loads
at diaphragms:
(Mfw)max = -12,313 ft.-lbs.
at center of beam:
(M+)max = 6,349 ft.-lbs.
Apply a load factor of 1.3 to both dead and live loadings and screed load:
Total (Mfw)max (@ diaph.) = [-6,464 + (-12,313)] 1.3 = -24,410 ft.-lbs.
(AISC Tables = -24,146 ft.-lbs.)
Total (M+)max (@ centerline) = [+3,681 + 6,349] 1.3 = +13,039 ft.-lbs.
(AISC Tables = +13,402 ft.-lbs.)
(Note: AISC Tables and Torsion spreadsheet approximates the moment at centerline as 0.53 x
(DL + LL)FEM and 0.60 x screed load FEM.)
1)
Check yielding in top flange at Diaphragm.

a) Flange tip stresses:
w =
(Mfw)max = -24,410 ft.-lbs. = -292.9 K-in.
6( M fw )max
2
t f bf
6 ( - 292.9 K-in. )w = ---------------------------------------= 12.20 ksi
2
1 ( 12 )
b) Max. longitudinal bending stress due to 1.3 x non-composite

dead load.
Calculate the maximum factored non-composite dead-load stress at the diaphragm
considering the deck-casting sequence.
For this example, assume
b =13.0 ksi (non-composite dead load stress x 1.3)
Total stress =
w + b = 12.20 ksi + 13.0 ksi = 25.2 ksi < 36 ksi (OK)
2) Check ultimate strength of the top flange in-between cross-frames.
a) Since the top flange is subject to an axial compressive force and lateral bending
moments, check the ultimate strength of the flange as an equivalent beam-column
using the following interaction equation.

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P
0.85( As ) F cr
Design Manual
M( C m )
1.0
M u (1 - P / As x F e )
As = 1"(12") = 12.0 in.2

P = 13 ksi (12")(1") = 156K
M = 13,039 ft.-lbs. = 13.04 ft.-K (Total (M+)max @ centerline)
Cm = 0.85
2
F y KL
= F y 1

2
4 E r
F cr
Fy = 36 ksi, E = 29,000 ksi
K = 1,
r=
I yf / A f = [ ( ( 1 ) ( 12 ) / 12) / 12 ]
1/2
= 3.46
KL/r = 1(21)(12)/3.46 = 72.8 < 126.1

(AASHTO Table 10.32.1A)
Substituting gives Fcr = 30.0 ksi
2
E
F e = ---------------2- = 54 ksi
KL
--------
r
3
J = b f t / 3 = 12 ( 1 ) / 3 = 4.0 in.4
2
S y = bd / 6 = ( 1 ) ( 12 ) / 6 = 24.0 in.4
2
Z = bd / 4 = ( 1 ) ( 12 ) / 4 = 36.0 in.4
M p = F y Z = 36 ksi ( 36.0 in. 4 ) / ( 12 ) = 108 ft.-K
M r = F y S = 36 ksi ( 24.0 in. 4 ) / ( 12 ) = 72 ft.-K
Compute Mu: (Ref. AISC LRFD Manual, 1st Ed., Appendix F)
Mu is dependent upon the cross-frame spacing (d). Need to determine what unbraced length will
allow the section to reach full plastic moment (Lp) and at what unbraced length the section is controlled by elastic lateral-torsional buckling (Lr).

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3,750 r JA f
L p = ------------------------------ ( if d < L p then M u = M p )
Mp
57, 000r JA f
C b E I yf GJ
L r = --------------------------------- if d > L r than M u = M p = ----------------------------------
Mr
Kd
If the cross frame spacing (d) falls in between Lp and Lr, Mu is computed from the following
straight-line approximation:
d - Lp
M p
M u = Cb M p - ( M p - M r )
Lr - L p
Cb = 1 (conservative) Ref. AASHTO ART 10.48.4.1

3, 750 ( 3.46 ) ( 4.0 ) ( 12.0 )
L p = --------------------------------------------------------------- = 5.78 ft.
( 108 ) ( 12 ) ( 12 )
57, 000 ( 3.46 ) ( 4.0 ) ( 12.0 )
L r = ------------------------------------------------------------------ = 131.8 ft.
( 72 ) ( 12 ) ( 12 )
d = 21 ft.: L p < d < L r thus
21.0 - 5.78
M u = 1.0 108 - ( 108 - 72 ) ----------------------------- M p
131.8 - 5.78
Mu = 103.7 ft.-K
therefore, solving the interaction equation:
13.04 ft.-K
156 K
------------------------------------------------------------- + ----------------------------------------------------------------------------------- =
156.0
0.85 ( 12.0 in.2 ) ( 30.0 ksi ) 103.7 ft.-K 1 - ---------------------------------------- 12.0 in.2 54.0 ksi
0.51 + 0.17 = 0.68 < 1 (OK)
Estimate Angle of Rotation
The beam fixity at the diaphragms is somewhere between a fixed and pinned condition. Compute
the angle of rotation for both end conditions and average the results. The average angle of rotation
should be less than 1 (one) degree.
(ref. Torsional Analysis of Steel Members AISC, 1983.)

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Convert point loaded torsional moments to a uniform torsional moment.

Screed Machine:
Dead Loads:
850 lbs./wheel x 4 wheels x 3.21

4,376 ft.-lbs.
Total
= 10,914 ft.-lbs.
= 30,632 ft.-lbs.
= 41,546 ft.-lbs.
41, 546 ft.-lbs.- = 1.98 K-ft./ft.

m = ---------------------------------21.0 ( 1, 000 )
mLa 1 + cosh ( L/a )
Z
Z
Z
Z
= ----------- ----------------------------------- cosh --- - 1.0 + --- 1 - --- - sinh ---
a
a
a
2GJ sinh ( L/a )
L
The above formula assumes a uniformly distributed torque on member with fixed ends.
L = 21(12) = 252"
G = shear modulus of
elasticity of steel
= 11,200 ksi
J =
a =
Z = distance from left end of the member to the

transverse section under examination
= 252 / 2 = 126"
E = 29,000 ksi
3
bt
12 ) ( 1 ) 3 + 16 ( 1.5 )3 + 51.5 ( 0.375 )3------- = (-------------------------------------------------------------------------------------= 22.9 in.4
3
3
ECw / GJ
a = 188 in.
E = 29, 000 ksi
Cw
h2 I1 I2
= --------------Iy
Iy = 1(12)3 + 1.5(16)3 + 51.5(0.375)3

12
12
12
= 144 + 512 + 0.23
Iy = 656.23 in.4
I1 = 512 in.4
I2 = 144 in.4
Cw = (52.75)2(512 in.4)(144 in.4)
656.23 in.4
= 312,623 in.6
cosh x = (ex + e-x)
sinh x = (ex - e-x)

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Design Manual
Substituting yields: = 0.0022 Radians = 0.13 < 1 (OK)

Pinned
Assume a uniformly distributed torque on member with pinned ends.
2
2
z z2
z
L
z
= ma L 2 2 +cosh tanh sinh 10
.
GJ 2 a L
2a
tanh x = sinh x
cosh x
L = 252"
a = 188"
Substituting yields:
= 0.272852(0.035539)
= 0.00965 Radians = 0.55
z = L/2 = 126"
Average angle of rotation = 0.13 + 0.55 = 0.34 < 1 (ok)

2
The beam will twist around the shear center. The shear center for a symmetrical beam is located at
the mid-depth of beam. The shear center for an unsymmetrical beam is located as follows:
1) Find the center of gravity of the beam about the Xaxis.

1.5"(16")
0.375"(51.5")
1(12")
55.31 in.2
x
x
x
0.75 = 18.0 in.3

27.25 = 526.3
53.50 = 642.0
1,186.3 in.3
x = 1,186.3 in.3 / 55.31 in.2 = 21.45 in.

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2) Find e, distance from center of gravity to shear center.

e
= (c1I1-c2I2)/Iy
[if 0.1 < I1/Iy < 0.9]
c1 = 21.45" - 0.75" = 20.7 in.

c2 = 54" - 21.45" - 0.5"
= 32.05"
I1 = bd3/12 = 1.5(16) 3/12 = 512 in.4
I2 = (1)(12) 3/12 = 144 in.4
Iy = I1 + I2 + 51.5"(0.375) 3/12
= (512 + 144 + 0.23) = 656.23 in.4
[I1/Iy = 0.78 < 0.9]
20.7 ( 512 ) - 32.05 ( 144 )

therefore, e = ---------------------------------------------------------- = 9.12
656.23
To find the horizontal deflection () at the top of the girder, multiply the rotation (in radians) by
the distance from the top of the girder to the shear center:
Average angle of Rotation
= [0.0022 (fixed) + 0.00965 (pinned)] / 2

= 0.006 Radians
h = 0.006 Radians x (32.55" + 9.12")

h = 0.25"
v = 0.006 Radians x 36"
= 0.22"

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Figure 16.8.14(a) Example of TAEG 2.1 result summary

TAEG - Torsional Analysis for Exterior Girders (Version 2.1)
RESULTS SUMMARY for.......... Example1 USC.prj
-> -> -> -> -> -> -> -> -> -> -> -> -> -> -> -> -> -> INPUT DATA <- <- <- <- <- <- <- <- <- <- <- <- <- <- <- <- <PROJECT INFORMATION
File Name....................Example1 USC.prj
File Location............... C:\Program Files\TAEG 2.1\Example1 USC.prj
Project Number...........Kansas Department of Transportation (KDOT) Design Manual
Engineer..................... XXX
Project Title.................Example 1 USC
Last Modified..............Monday, April 04, 2005
Created...................... Monday, April 04, 2005
Units........................... U.S. Customary
Notes......................... All data that was not found in the KDOT Design Manual's example was determined
based on typical values.
GIRDER DATA
Top Flange (Width x Thickness)...............
Web (Height x Thickness)........................
Bottom Flange (Width x Thickness)..........
Yield Stress, Fy.........................................
Modulus of Elasticity, E..............................
12 x 1 [in.]
51 x .375 [in.]
16 x 1.625 [in.]
36 [ksi]
29000 [ksi]
BRIDGE LATERAL DATA

Distance Between Lateral Supports...................................................... 248 [in.]
Distance Between Adjacent Girders..................................................... 60 [in.]
Number of Girders................................................................................ 7
Bridge Skew......................................................................................... 0 - 20 [Degrees]
Continuous Girder................................................................................ YES
Length of Maximum Side Span............................................................ 1240 [in.]
Length of Maximum Inner Span........................................................... 1240 [in.]
Symmetric Loading ?..............................................................................YES
Continuous Diaphragms or Cross-Frames Full Width of Bridge ?..........YES
Continuous Timber Blocks Full Width of Bridge ?..................................NO
Continuous Tie-Rods Full Width of Bridge ?...........................................NO
PERMANENT LATERAL SUPPORT DATA
Stiffener Width............................................
Stiffener Thickness.....................................
Permanent Lateral Support Height..............
Yield Stress, Fy..........................................
Modulus of Elasticity, E...............................
Top Offset...................................................
Cross-Frames.............................................
Total Section Area of Chord Member..........
Total Section Area of Web Member.............
5 [in.]
0.4375 [in.]
26 [in.]
36 [ksi]
29000 [ksi]
4 [in.]
YES
2.4 [in.^2]
2.4 [in.^2]
TEMPORARY LATERAL SUPPORT DATA

Number of Tie-Rods...................................... NONE
Number of Timber Blocks.............................. NONE
BRACKET DATA
Bracket Dimension A..........76 [in.]
Walkway Width (B)............ 30 [in.]
Bracket Dimension C......... 36 [in.]
Bracket Dimension D......... 5 [in.]
Bracket Dimension E..........5 [in.]
Bracket Dimension F..........30 [Degrees]
Bracket Dimension G......... 36 [in.]
Bracket Spacing.................36 [in.]
Bracket Weight.................. 50 [lbs]
LOAD DATA
L.L. Walkway.............................................................. 50 [psf]
L.L. Slab...................................................................... 50 [psf]
D.L. Formwork............................................................. 5 [psf]
D.L. Concrete............................................................... 115 [psf]
Top Flange Stress Due to Max. Pos. Moment.............. 0.0 [ksi]
Bottom Flange Stress Due to Max. Pos. Moment........ 0.0 [ksi]
Top Flange Stress Due to Max. Neg. Moment..............0.0 [ksi]
Bottom Flange Stress Due to Max. Neg. Moment........ 0.0 [ksi]
Maximum Wheel Load.................................................. 0.9 [kips]
Wheel Spacing [ 1 - 2 - 3 ]........................................ 24 - 48 - 24 [in.]

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16.9 EXAMPLE NO. 2 - FALSEWORK CHECK FOR CONCRETE

SLAB BRIDGE

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Design Manual
Figure 16.9-1 Example of Falsework Submission

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Bridge Information:
1) 40-10 @ 48-40 Reinforced Concrete Haunched Slab
2) 44-0 Roadway
3) Slab thickness varies from 16" to 24 7/16 "

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Design Manual
Check section in interior span which has the 7 beams supported by 8 piling with the joints spaced
at 9" centers. (See Falsework sketch). Beams spaced at 7.42, piling spaced at 6.36.
Check Plywood Deck Form
Dead Load: (Assume slab depth as 1.86)
deck 1.86 x 160 lbs./ft.3
plywood
Live Load:
=
=
=
297.6 psf
2.2 psf
50.0 psf
349.8 psf
From ACI-SP4, Table 7-3, pg. 7-9, for a load of 400 psf:
Safe plywood support spacing
= 14" (strong way) > 9" (ok)
= 10" (weak way) > 9" (ok)
Check 2 x 8 Deck Joists
Given: Joists spaced at 9" centers and supported at 7.42 centers.
Total load to joists (from previous calculation) = 349.8 psf
Adjust for 9" spacing:
349.8 x
/12
Weight of 2 x 8 joists (50 pcf)
= 262.4 lbs/ft.
=
3.8 lbs/ft.
266.2 lbs/ft.
Check bending:
For continuous 3-span beam:
S = 13.14 in.3
M = wL2/10 = 266.2 x (7.42) 2/10 = 1,465.6 ft.-lbs.

f = M/S = 1,465.6 ft.-lbs.(12)/13.14 in.3 = 1,338 psi (ok)
Joints in 50 x 200 mm should be scabbed or lapped and secured.
Check Bearing:
2 x 8 joints bearing on 2 x 4. Bearing is perpendicular to grain.
Reaction = 1.1 wL = 1.1 (266.2 lbs./ft.) 7.42 = 2,173 lbs.
Area = 1.5 x 3.5 = 5.25 in.2

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The allowable bearing stress may be increased by a factor related to the bearing area (See Section
16.4.1.3):
(L + 3/8)/L=
=
(3.5 + 0.375)/3.5
1.11
Allowable bearing stress = 400 psi x 1.11 = 444 psi

Bearing stress:
2,173 lbs. / 5.25 in.2 = 414 psi < 444.0 psi (ok)
Check lateral support rules (see Section 16.4.1.1). For a 2 x 8, the depth to width ratio is 4. The
ends shall be held in position and the member held in line. A 2 x 8 block between joists would be
adequate at the support and nailing the plywood along the joists would hold it in line. Bracing and
supporting makes the formwork more difficult to remove, but it should be specified.
Check bearing on horizontal 2 x 4's
Haunch is formed in various ways. Some contractors use variable form as shown above. Another
method is to step the longitudinal beams to more closely match the haunch.
Estimate load:
Concrete: 7.42 x 1.86 x 160 pcf= 2,208 lbs/ft.
Plywood: 7.42 x 2.2 lbs/ft.2 =
16 lbs/ft.
2x8s: 1.25 brds/ft. x 3.8 lbs/ft. x 7.42= 35 lbs./ft.
2,259 lbs/ft.
Bearing area (2 x 4 upright) = 1.5" x 3.5" = 5.25 in.2
Bearing stress = 2,259 lbs/ft. (1 ft.)/5.25 in.2 = 430 psi < 444 psi
(ok)

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Steel Beams
Steel beams may be old sections with an allowable stress of 18,000 psi. For old sections check
AISC Book on Iron and Steel Beams. Occasionally it is necessary to have field forces send in
dimensions of the beam.
Sx = 89.4 in.3
d = 18 in.
Beam: S 18 x 54.7
Ix = 804 in.4
Dead Load:
Concrete
[(1.33 + 2.04)/2](7.42)160 lbs/ft.3
= 2,000 lbs/ft.
Plywood
2.2 lbs/ft. x 7.42
= 16.3 lbs/ft.
2 x 8's
1.25 brds/ft. x 3.8 lbs/ft. x 7.42 = 35.2 lbs/ft.
Formwork for parabolic haunch
5.5 lbs/ft.
Beam
54.7 lbs/ft.
Total Dead Load
= 2,112 lbs/ft.
Uniform Live Load:
20 lbs/ft.2 x 7.42
75 lbs/lin.ft. (outside slab beam)
= 150 lbs./ft.
= 75 lbs./ft.
Finisher 4,000 lbs.

Operator
= 2,000 lbs.
= 200 lbs.
Concentrated Live Load:
Total uniform load to beam = 2,337 lbs/ft.

Total concentrated load to beam = 2,200 lbs.
Moment at mid-span (simple span):
Uniform load M = wL2/8
= 2,337 lbs/ft. x (13.33)2/8

= 51,907 ft.-lbs.
Concentrated load M = PL/4
= 2,200 lbs. x 13.33/4

= 7,332 ft.-lbs.
Total moment = 59,239 ft.-lbs.

S required = 12 M/f = 12(59,239)/18,000
= 39.49 in.3 (ok)
<< 89.4 in.3 (S furnished)(ok)

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Contractors will generally use material in his yard for steel beams. He also considers deflection
because if he furnishes a beam with too much deflection he will be giving concrete away.
Check Deflection
Simple beam concentrated load:
= 4ML2/48EI
Simple beam uniform load:
= 5wL4/384EI = 5ML2/48EI
= [4(7.33 K-ft.)(13.33x12)2 + 5(51.91 K-ft.)(13.33x12)2]

48(29x103 ksi)(804 in.4)
= 0.0066 ft. =
1/
16
Deflection is negligible. If more than 1/4, adjust falsework at quarter points.

Check Bracing (Ref. AISC, Eight Edition, pg. 2-51)
Max. stress in beam: f = M/S = 59.2 K-ft.(12)/89.4 in.3
f =7.95 ksi
Using actual stress, compute required bracing length:
L = 12 x 103
f 12d/Af
L=
12,000
7.95 ksi 12(18")/4.15 in.2
= 29.0 ft.
Therefore, no bracing required except at end reaction.

Check Piling
Check piling in the second bay of the center span. Use reaction (simple beam) from 7
beams supported by 8 piling.
Load: Dead load + 20 lbs/ft.2 uniform live load
= 2,112 lbs/ft. + (20 lbs/ft. x 7.42) = 2,260 lbs/ft.
2,260 lbs/ft. 13.33 7 beams
1,000 lbs/K
8 piling

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Add 75 lbs/lin. ft.:

0.075 13.33
Add finisher over pile:
Add 12" x 12" cap: 45.92 lbs/ft. 6.4
1,000
Total
=
=
=
1K
2.2K
0.3K
29.9K = 15.0 tons
This should be a maximum load. Plans show to drive to 13 tons. Piling are driven using the ENR
formula which usually has an adequate factor of safety. Since the load computed for a maximum
condition and no distribution is considered, the load is probably okay. Since we (in design) have
no control over the type of pile used, it would be better to limit the load to about 12 tons. One
advantage to using timber piling is if they can drive it without splitting it, it will probably support
the load. Load should not go over 15 ton unless contractor can certify the material used.
Check Lateral Load
Design for a minimum lateral load of 2% of dead load or 100 lbs/lin. ft. KDOT recommends
a minimum of 2 x 6 bracing.
100 lbs/lin. ft. 16 span = 1.6 K/bent
2% Dead Load = Concrete + formwork
= (load/ft.2 width span) 0.02
= 2.11 K/ft. 44.5 16 ft.
7.42 ft.
= 202.5 x 0.02
= 4.05 K/bent
The 7-pile bents are in the abutment berm and are not critical.
The bracing for the 8-pile bents are probably critical for L/d.
L/d = 44.5 / 7 spaces 12"/ft. = 50.86
1.5"
Allowable stress = 0.30 E
(see Section 16.4.1.4)
(1/d)2
= 0.3 (1,500,000) = 174 psi
(50.86)2
Assume two braces per cross-section, therefore actual stress equals:
P/A = 4.05 K (1000) = 245.4 psi > 174 psi
2(1.5 x 5.5)

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Say okay since we are ignoring the lateral resistance of the piling. If this was a bent constructed
on a pad, would recommend using 3 x bracing to reduce L/d ratio and thus increase the allowable stresses.
Allowable lateral load on a 20d spike is approximately 176 lbs. (ACI-SP4, Table 4-8, for douglas
fir or southern pine). There should be a minimum of 4 spikes per pile, times eight piling equals 5.6
Kips, which should be sufficient to resist the lateral force provided all material is sound.
16.10 Structure Erection Calculations and Considerations

KDOT's direction on required stability calculations required of Contractors for
the new Special Provision for Steel Erection.
The National Steel Bridge Alliance document S10.1 states in Section 6.3 Erection Stability on
page 7 that included in erection stability is the requirement that once the pick and place phase of
erection is complete so that
a sufficient number of adjacent girders are erected with diaphragms and/or crossframes connected to provide the necessary lateral stability and the structure is self supporting.
The commentary for Section 6.3 states that:
Removal of falsework, temporary bracing or holding cranes shall be in accordance with stability
calculation provided in the erection procedure.
This document is to clarify what may be included in stability calculations. It is not KDOT's
intent to provide an exhaustive nor even a complete list of what should be considered stability
calculations.

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Experienced practicing Engineers should have a grasp of the principles involved in stability.
Some factors affecting the overall stability or the partially constructed bridge elements include,
but are not limited to:
Self Weight of the partially constructed bridge elements and their respective centers of gravity.
Any existing bearing supports or members, including falsework, that are considered to help
support the partially constructed bridge elements. Care should be taken as to the actual supporting conditions at the instant the partially constructed bridge elements are considered
self-supporting.
Care should be taken in considering the unbraced length of the partially constructed bridge
elements. The number and location of diaphragms and cross bracing with consideration for
the number of bolts that are fully tightened plays a big role in this unbraced length calculation.
List all possible external loads that may reasonably be applied to the partially constructed
bridge elements. One of the common external loads to be considered will be wind. If the partially constructed bridge elements will remain in this temporary state for more that 24 hours,
there may be a need to have an extensive list of possible external loading conditions, especially if the safety of the traveling public is involved.
If the permanent bearing devices do not provide adequate support in all directions to stabilize the applied loads to the partially constructed bridge elements, list all additional supports,
their locations, and their intended resistance clearly on the erection plans. Note: friction is
not considered a positive connection and should be discounted when considering stability.
For calculations to support the above stated stability conditions, the Engineer may need to review
the following design guides and specifications. This is not considered an exhaustive list.
AASHTO LRFD Bridge Construction Specifications, Section 11.
AASHTO LRFD Bridge Design Specifications, Section 6.
AASHTO/NSBA Collaboration Document S10.1, Steel Bridge Erection Guide Specification.

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Design Manual
APPENDIX
APPENDIX 1: STATE BRIDGE OFFICE SI GUIDELINES .......................................................1
APPENDIX 2: STANDARD NOTES/SPECIAL PROVISION INDEX .......................................1
APPENDIX 3: BRIDGE PLAN PREPARATION GUIDELINES FOR RURAL SECONDARY,
URBAN AND OFF-SYSTEM .......................................................................................................1
APPENDIX 4: ENGINEERING AIDS ..........................................................................................1
APPENDIX 5: ENGINEERING MEMORANDUMS ...................................................................1
APPENDIX 6: Bid Tabs (Formats) ................................................................................................1
APPENDIX 7 ENGINEERING POLICY ......................................................................................1
APPENDIX 8 POST LETTING INFORMATION ........................................................................1

Version 1/14
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Design Manual
APPENDIX 1: STATE BRIDGE OFFICE SI GUIDELINES

The following SI Guidelines were taken from the State Bridge Office SI Guidelines issued Jan. 1,
1995.
In 2003 KDOT returned to producing plans using the US Customary (USC), unit of measurement.
One exception is that all projects that began in metric units, will be completed in metric units.
In this section the information listed in the US Customary columns are the values that where
used when preparing USC plans or those listed in this USC Bridge Design Manual. The
corresponding values in the SI columns where used when preparing SI plans.
The reason for including this section in this and future Bridge Design Manuals is an attempt to
maintain a record of how plans were prepared during the years when metric were used. If repair or
rehabilitation is required on these structures, this archival information may be helpful to future
designers.
Beginning in July 2007, the Standard Specification for State Road and Bridge Construction
governs all future KDOT projects. This new specification will be produced in USC units
exclusively. All General Notes, Bid Items, Standard Drawings, Base Standard Drawings and
Special Provisions will be in maintained USC units from that point forward. The metric version of
each of these resources will not be updated. Starting with the 2007 version of the Bridge Design
Manual was published in USC units exclusively. All metric information from the Kansas State
Bridge Office will remain in place without further updates.

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SI BRIDGE GUIDELINES
TABLE OF CONTENTS
Conversion TableA1- .................................................................................................... A1-6
SI Units & Symbols ...................................................................................................... A1-7
Loads:............................................................................................................................ A1-8
Concrete : ...................................................................................................................... A1-9
Prestressing Strand :.................................................................................................... A1-10
Reinforcing Steel : ...................................................................................................... A1-10
Welded Wire Fabric : .................................................................................................. A1-13
Steel Bolts : ................................................................................................................. A1-15
Amendment to the Metric Policy Use of Metric Bolts & Nuts : ................................ A1-20
Structural Steel :.......................................................................................................... A1-21
Structural Shapes Designations: ................................................................................. A1-27
Foundations :............................................................................................................... A1-30
Soil: ............................................................................................................................. A1-30
Temperature: ............................................................................................................... A1-31
Roadway: .................................................................................................................... A1-32
Roadway Clearances :................................................................................................. A1-32
Decks: ......................................................................................................................... A1-33
Columns: ..................................................................................................................... A1-34
Hydraulics :................................................................................................................. A1-35
Detailing: .................................................................................................................... A1-36

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Design Manual
SI BRIDGE GUIDELINES
INDEX
AASHTO Specification
Amendment to the Metric Policy Use of Metric Bolts & Nuts : ............................... A1-20
ASTM Specifications
Reinforcing Steel : ..................................................................................................... A1-10
Steel Bolts : ............................................................................................................... A1-15
Structural Shapes Designations: ............................................................................... A1-27
Amendment to the Metric Policy Use of Metric Bolts & Nuts : .............................. A1-20
Welded Wire Fabric : ................................................................................................ A1-13
Columns:
Conversion procedure ............................................................................................... A1-34
Decks:
Clearances .................................................................................................................. A1-33
Cross-slope ................................................................................................................ A1-33
Deck Thickness ......................................................................................................... A1-33
Overlay Thickness .................................................................................................... A1-33
Triangular Molding ................................................................................................... A1-33
Detailing:
Detailing Practice ...................................................................................................... A1-36
SI Maintenance and Repair Project Guidelines .......................................................... A1-41
Foundations :
Pile Capacity ............................................................................................................. A1-30
Spread Footing Capacity ........................................................................................... A1-30
Hydraulics :
Clearances ................................................................................................................. A1-35
Drainage Area ........................................................................................................... A1-35
Flow .......................................................................................................................... A1-35
General ...................................................................................................................... A1-35
Hydraulic Assessment Checklist .............................................................................. A1-35
Velocity ..................................................................................................................... A1-35
Loads:
Alternate Military Load .............................................................................................. A1-8
Concrete ...................................................................................................................... A1-8
Design Truck ............................................................................................................... A1-8
Future Wearing Surface .............................................................................................. A1-8
General ........................................................................................................................ A1-8
Lane live load .............................................................................................................. A1-8
Pile Capacity Foundations : ....................................................................................... A1-30
Spread Footing Capacity Foundations :..................................................................... A1-30
Materials
Concrete : .................................................................................................................... A1-9
Prestressing Strand :................................................................................................... A1-10
Reinforcing Steel : .................................................................................................... A1-10
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Design Manual
Steel Bolts : ................................................................................................................ A1-15

Amendment to the Metric Policy Use of Metric Bolts & Nuts : .................. A1-20, A1-21
Welded Wire Fabric : ............................................................................................... A1-13
Reinforcing Steel :
Area of bars ................................................................................................................ A1-11
Bar Marks Detailing: ................................................................................................. A1-36
General ...................................................................................................................... A1-10
Grades ....................................................................................................................... A1-10
Mass for quantity calculations ................................................................................... A1-11
Maximum lengths ..................................................................................................... A1-10
Sizes ........................................................................................................................... A1-11
Standard bends and hooks ......................................................................................... A1-12
Roadway Clearances :
General ...................................................................................................................... A1-32
SI Units & Symbols
General ........................................................................................................................ A1-7
Soil:
Fluid Pressure Soil: ..................................................................................................... A1-30
Mass Soil: ................................................................................................................... A1-30
Steel Bolts :
Bolt dimensions ......................................................................................................... A1-16
Bolt Shear ................................................................................................................. A1-15
Gauge Information .................................................................................................... A1-18
General ...................................................................................................................... A1-15
Hole Sizes .................................................................................................................. A1-15
Nut and Washer Dimensions ...................................................................................... A1-17
Sizes .......................................................................................................................... A1-15
Suggested substitutions ............................................................................................. A1-19
Structural Steel :
Available plate thicknesses ....................................................................................... A1-21
Available sheet thicknesses ....................................................................................... A1-23
Finishes ..................................................................................................................... A1-23
Fracture Critical ........................................................................................................ A1-20
General ...................................................................................................................... A1-22
Grades ....................................................................................................................... A1-22
Mass for quantity calculations .................................................................................. A1-22
Modulus of Elasticity (E) .......................................................................................... A1-22
Plates, round bars, square bars .................................................................................. A1-25
Rolled Sections ......................................................................................................... A1-22
Shear Studs ................................................................................................................ A1-24
Strengths ................................................................................................................... A1-22
Temperature:
Coefficient of Thermal Exp. ..................................................................................... A1-31
Ranges ....................................................................................................................... A1-31

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Design Manual
Welded Wire Fabric :

Callouts .................................................................................................................... A1-13
Sizes ......................................................................................................................... A1-13
Yield Strength .......................................................................................................... A1-13

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Design Manual
Conversion Table

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SI Units & Symbols

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Design Manual
Loads:
SI
(kN/m3)
Concrete load for
falsework design
25
13.5
USCustomary
(pcf)
Vertical
Horizontal
US Customary
(psf)
SI
(kPa)
Future Wearing
Surface
Design Truck
Axle 1 (front)
Spacing 1
Axle 2
Spacing 2
Axle 3
Transverse Spa.
160
85
0.72
1.20
15
25
SI
US Customary
MS18-44
MS22.5-44
HS20-44
HS25-44
3.6 t= 35.6 kN
4.3 m
14.5 t = 142 kN
4.3-9.1 m
14.5 t = 142 kN
8 kips
14 ft
32 kips
14-30 ft
32 kips
1.8 m
6 ft
[NOTE: The HL-93 Live Load truck used in the LRFD Specifications is different than the
MS18-44]
Lane Load
Uniform load
Lane width
Concentrated
Loads
0.3 t = 9.3 kN/m

3m
8 t = 80 kN
12 t = 116 kN
Alternate Military
Loading
Axle load
Axle spacing
11 t = 107 kN
1.2 m
24 kip
4 ft.
Wind
1.44 kPa
30 psf

Version 1/14
(moment)
(shear)
0.64 kip/ft.
10 ft.
18 kip
26 kip
Bridge Section
A1- 8
Design Manual
Concrete :
Mixes:
Mass
*
B
A
AAA
4A
P/S
SI
US Customary
Gr 20 (20 MPa)
Gr 25
Gr 30*
Gr 35
Gr 35 - 45
(to nearest MPa)
2.5 - 3 ksi
3
4
5
5 - 6.5
2400 kg/m3
150 lbs./ft.3.
At present, use the bid item "Grade 30" (f'c = 30 MPa) only on new designs. This item is a
step towards performance specifications. The modifiers (AE, SA, SW, etc.) in parenthesis
will remain the same.
Old designs, such as RCB Standards, incidental construction and bridge repairs will
use the bid item "Grade 28" with f'c = 28 MPa on these details.
Use a performance based specification if Grade 35 concrete is required.

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Design Manual
Prestressing Strand :
SI
US Customary
Specification:
ASTM A416M
ASTM A416
Grade:
Gr 1860 (1860 MPa)
Gr 270 (270 ksi)
Size:
Nom.
Dia.
Nom.
Area
Nom.
Dia.
Nom.
Area
10 mm
11
13
15
55 mm2
75
100
140
3/8"
7/16"
1/2"
0.6"
0.085 in.2
0.115
0.153
0.215
[NOTE: Use 13 mm, ASTM A416 Grade 1860 low relaxation strand]
13 mm, Gr 1860: Stress to 138 kN = 31 kip
Reinforcing Steel :
SI
US Customary
Specification:
ASTM A615M-96
ASTM A615
Grades :
Gr 300 (300 MPa)

Gr 420
Gr 520
Gr 40 (40 ksi)
Gr 60
Gr 75
Maximum length for rebar sizes #16 thru #36 = 18 m.
#5 -#11= 60 max
Maximum length for rebar sizes #10 thru #13 = 12 m.
#3-#4 = 40 max
(Limiting #13 bars to 12 m is a goal, but not a requirement.

Detail #13 bars longer than 12 m if a splice can be eliminated.)
Cut to nearest 20 mm, dimension to nearest 10 mm

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Design Manual
Welded Wire Fabric :

AASHTO
SI
SI
US Customary
Specifications:
Plain Wire
WWF Plain
Deformed Wire
WWF Deformed
ASTM A82
ASTM A185
ASTM A496
ASTM A497
SI
(MPa)
M55
M221
ASTM A82
ASTM A185
ASTM A496
ASTM A497
US Customary
(ksi)
Strengths:
Yield
400
450
60
65
70
72.5
75
80
500
550
SI
W/D
(mm2)
Sizes:

Version 1/14
130
120
100
90
80
70
65
60
50
45
40
30
25
20
15
10
US Customary
W/D
d
2
(in * 100)
in.
d
mm
12.9
12.4
11.3
10.7
10.1
9.4
9.1
8.7
8.0
7.6
7.1
6.2
5.6
5.0
4.4
3.5
20
18
16
14
12
11
10
9
8
7
6
5
4 (4 ga)
3
2
1.4 (10 ga)
0.505
0.479
0.451
0.422
0.391
0.374
0.357
0.338
0.319
0.299
0.276
0.252
0.226
0.195
0.160
0.133
Bridge Section
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Design Manual
SI
Callouts:
US Customary
Examples
Plain wire
Deformed wire
150x150-MW60xMW60
75x75-MD130xMD130
6x6-W9xW9
3x3-D20xD20
Format: long. spa. x trans. spa. - long. size x trans. size

When substituting higher grade reinforcing mesh for rebar, refer to the Equivalency Tables found
in the Wire Reinforcement Institutes "Structural Welded Wire Fabric Detailing Manual, Part I".

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Design Manual
Steel Bolts :
SI
US Customary
Specifications:
ASTM A325M
ASTM A490M
ASTM A325
ASTM A490
Sizes :
M16 (16 mm)

M20
M22
M24
M27
M30
M36
0.625"
0.75"
0.875"
1"
1.125"
1.25"
1.375"
Hole Sizes : (mm)

Bolt
Size
M16
M20
M22
M24
M27
M30
M36
Standard
Hole
18
22
24
26
30
33
39
Oversize
Hole
20
24
28
30
35
38
44
Short
Slot
Long
Slot
18 x 22
22 x 26
24 x 30
26 x 32
30 x 37
33 x 40
39 x 46
18 x 40
22 x 50
24 x 55
26 x 60
30 x 67
33 x 75
39 x 90
Sheared
Edges
[LRFD Specs]
29
32
38
44
54
57
60
Note: Bolts and holes should use the same system on shop details. SI bolts and bolt hole sizes or
US Customary bolts and hole sizes. Do not mix.
Bolt Shear:

Version 1/14
ASD, Class A or C, oversized hole:

Class B, oversized hole:
90 MPa = 13 ksi
131 MPa = 19 ksi
LFD, Class A or C, oversized hole:

Class B, oversized hole:
[Reflects changes in 1995 Interim Specs]
[LRFD SI Version]
124 MPa = 18 ksi

186 MPa = 27 ksi
Bridge Section
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Bridge Section
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Design Manual
Bridge Section
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Design Manual
[
I
n
s
e
r
t
S
I
v
s
.
U
S
b
o
l
t
c
o
m
p
a
r
i
s
o
n
s
N
u
c
o
r
]

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Design Manual
Bridge Section
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Design Manual
Amendment to the Metric Policy Use of Metric Bolts & Nuts :

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Design Manual
Structural Steel Fastener Call-out

Bolt
Size
Required
SI Metric
A325M
Bolt
Size
A490M
Optional SI Metric
Call-out
A325M
A490M
mm x mm
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
M20
A325
A490
Inches
n/a
n/a
n/a
12x1.75
16x2
20x2.5
22x2.5
24x3
27x3
30x3.5
36x4
38x4
M24
Equivalent USC
Bolt
Size
n/a
n/a
n/a
n/a
n/a
n/a
n/a
1/2
5/8
3/4
7/8
1
1-1/8
1-1/4
1-3/8
1-1/2
n/a
n/a
n/a
n/a
Structural Steel :
SI
US Customary
Specifications:
ASTM A709/A709M
AASHTO M270/M270M
ASTM A709/A709M
AASHTO M270/M270M
Grades :
Gr 250 (250 MPa)

Gr 345
Gr HPS 345W
Gr 485
Gr 690
Gr 36 ( 36 ksi)
Gr 50
Gr HPS 50W
Gr 70
Gr 100
Mass :
7840 kg/m3*
490 lbs/ft3
0.2833 lbs/in.3
* Use 7840 kg/m3 when computing pay weights.
Either 7840 or 7850 kg/m3 (LRFD) may be used
when computing loadings.

Fracture Critical:
Zone 2
20 J @ 4 C
27 J @ 4 C
15 ft-lbs @ 40 F
20 ft-lbs @ 40 F
Modulus of
Elasticity
200 000 MPa
29,000 ksi
Strengths :
Grade
(MPa)

Version 1/14
Yield
(Fy)
Ultimate
(Fu)
Bridge Section
A1 - 21
Design Manual
250 MPa
345
345W
485W
690
690W
Rolled Sections :
250 MPa
345
345
485
690
690
400 MPa
450
485
620
760
760
See AISC Publication "Metric Properties of Structural Shapes with

Dimensions According to ASTM A6M".
[AASHTO LRFD-SI; ASTM A709M]

Structural Steel , cont. :
Availability:
SI sheet
thicknesses
SI plate
thicknesses
* indicates preferred
plate thicknesses

Version 1/14
SI
(mm)
US
3.5
4.0
4.5
10 ga.
8 ga.
7 ga.
5
5.5
6
7
8
9
10 *
11
12 *
14
16 *
18
20 *
22
25 *
28
30 *
32
35 *
38
40 *
0.1875"
0.25"
0.3125"
0.375"
0.5"
0.625"
0.75"
1"
1.125"
1.25"
1.375"
1.5"
Bridge Section
A 1 - 22
Design Manual
45 *
50 *
55 *
60 *
1.75"
2.0"
> 60-200 mm, use 10 mm incr.

> 200 mm, use 50 mm incr.
Use 25 mm increments for flange widths
Use 50 mm increments for web depths
Shear Studs :
Recommended Dia.
Minumum Length
Maximum Pitch

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22 mm
90 mm
600 mm
0.875"
3.5"
24"
Bridge Section
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Design Manual
AISC is suggesting the following conversions for weld sizes. The State Bridge Office will comply.
US Customary
SI
(inch)
(mm)
1/8 ..............................................3
5/32 .......................................... 4
3/16 ......................................... . 5
1/4 .......................................... 6
5/16 ........................................ 8
3/8 ......................................... 10
1/2 ................ ......................... 12
3/4 ......................................... 20
1 .......................................... 25
Structural Shapes Designations:

The following Attachments list the correct way to label rolled stuctural shapes. Attachment 1
lists standard US Customary and SI labels. Attachemnt 2 lists US customary labels with unit designations included. Use the labels with unit designations when repairing existing bridges using SI
details (Do not use unit designations with new SI shapes). This will clearly identify existing and
new rolled sections.

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Design Manual
Foundations :
SI
US Customary
Pile Capacity :Steel
62 MPa (0.25*250=62.5)
83 MPa (0.33*250=83.3)
9 ksi
12 ksi
Spread Footing :
Capacity
958 kPa
10 Ton/ft.2
HP250x62 @ 62.5 MPa allows 498 kN/pile
(Use 500 kN/Pile Round to nearest 5kN)
Pile Driving Energy is 1 356 J
Soil:
SI
Mass :
Fluid Pressure :

Version 1/14
US Customary
1920 kg/m3
120 lbs/ft.3
480 kg/m3 = 4.7 kN/m3

640 kg/m3 = 6.3 kN/m3
720 kg/m3 = 7.1 kN/m3
1 920 kg/m3 =18.8 kN/m3
30 psf
40 psf
45 psf
120 psf
Bridge Section
A1 - 29
Design Manual
Temperature:
Range:
Cold Climate
SI
US Customary
Steel
-35 to +50 C
-30 to +120 F
Concrete
-18 to +27 C [LRFD]

-10 to +35 C [LFD]
0 to +80 F
+15 to +95 F
Steel
11.7 x 10-6mm/mm/ C
6.5 x 10-6 /in/in/ F
Concrete
10.8 x 10-6mm/mm/ C
6.0 x 10-6 /in/in/ F
Design Reference Temp.:
15 C
60 F
Coefficient of
Thermal Expansion:

Version 1/14
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Design Manual
Roadway:
SI
(m)
US Customary
(ft.)
Lane Width (KDOT)
3.7
12
Roadway Widths
7.4
8.6
9.8
11
12.2
13.4
24
28
32
36
40
44
Cross Section Slopes:

US Customary Slope
SI Slope
1/2" per foot

3/16" per foot
8% Super-elevation
4.20% (Carry to two places)

1.60% (Standard)
8.00% Super-elevation
Profile Grade Slopes:

Show profile grade percentages to 3 places
3.500%
0.000%
2.782%
[NOTE: AASHTO standard lane = 3.6 m, KsDOT uses a 3.7 m lane]
Roadway Clearances :
SI
(m)
9.1
7.2
5.0
4.7
4.3

Version 1/14
US Customary
(ft)
30'
23'-6"
16'-4"
15'-6"
14'
Bridge Section
A1 - 31
Design Manual
Decks:
SI
(mm)
US Customary
(in)
Deck Thickness
195
210
220
Use 5 mm increments for deck thickness.
7.5
8
8.5
Overlay Thickness
40
60
1.5
2.25
Cross-slope
1.60%
3/16"/ft.
Clearances
30
35
40
50
60
65
75
1
1.25
1.5
2
2.25
2.5
3
Triangular Molding
20
0.75
Milling - KDOT has milled decks a minimum of 1/4" in the past. For SI projects, minimum milling thickness is 10 mm. Use 5 mm mill thickness increments (10-35 mm by 5 mm thickness).

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Design Manual
Columns:
Convert column and drilled-shaft diameters to the nearest 10 mm smaller than the soft conversion
value. This allows the Contractor to use existing forms.
Examples:
Soft conversion:
Use this value
33" = 838.2 mm
830 mm
SI
(mm)
600
760
910
1 060
1 210
1 520
1 820

Version 1/14
US Customary
(in)
24
30
36
42
48
60
72
Bridge Section
A1 - 33
Design Manual
Hydraulics :
Clearances :
SI
(m)
US Customary
(ft)
1 ( 50 year)
0.6 (100 year)
3
2
SI
US Customary
Velocity
m/s
fps
Flow
m3/s
cfs
Drainage Area
ha for area < 100 ha = 1 km2

km2 for areas > 100 ha
All elevations are shown in meters. Detail water surface elevations (backwater, highwater, etc.) to
the nearest hundredth of a meter. Do not add trailing zero.
Correct:
Historic Highwater Elevation = 1025.14
Incorrect:

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Design Manual
Detailing:
Detailing Practice:
a)
Use a period (.) for the decimal marker. (23.456 m)
b)
On four digit numbers, do not include the space (i.e. this: 1440, not this: 1 400).
This applies unless there is reason to include the space such as in a table with columns. For five-digit numbers and larger, use a blank space, not a comma, to separate digits into groups of three. (12 345.7, 0.001 235)
c)
Measure lengths in structural details in millimeters (mm).
d)
Do not include the suffix (mm) on structural dimensions.
e)
Include the suffix when a dimension is embedded in text or a note.
f)
When several dimensions measured in the same unit are combined in a single label
only use the suffix once.
Examples:
Ranges:
3 to 40 m
1500 to 3000 mm
13-15 km
Area:
40 x 70 m
RCB size:
1.2 x 0.9 x 40.0 m RCB
Bridge Spans:
Existing Bridge:
New Bridge:
14.6-19.5-14.6 m RCSH
13.5-18-13.5 m RCSH
g)
When using the plus-or-minus sign (+) with a structural dimension, do not use
the "mm" suffix. Do not place a blank space between the number and the plus-orminus sign.
h)
If the dimension is embedded in text, do not put a blank between the suffix and the
plus-or-minus sign.

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Design Manual
Examples:
Correct:
Correct:
300+
<------------------->
Place dowels every 300 mm+.
Incorrect:
300 mm+
<------------------->
Incorrect:
300 +
<------------------->
Incorrect:
Place dowels every 300 mm +.
i)
Use meters (m) for elevations and for roadway on the "Construction Layout" sheet.
Do not use the suffix (m) with elevations. Include the suffix (m) when a length is
measured in meters. (Measure in millimeters unless one of the rules calls for meter
measurements. The "m" suffix is required because a plan note on the title sheet
states that all dimensions without a suffix are assumed to be measured in
millimeters.)
j)
Use meters when calling out a Roadway.

Correct:
9.8 m Roadway
<-------------------------------------->
4 900
4 900
<-----------------> <------------------>
k)
Existing bridge definition on the "Construction Layout" sheet:

Round length dimensions to the nearest 5 mm. Use the "+" sign to indicate that
these are rounded, approximate dimensions for an existing structure. Dimensions
which are a summation of rounded values should carry the "+" designation also.
Round centerline stations to the nearest 0.005 m also.
l)
Use the following guides when detailing the bridge description which is placed
below the elevation view on the "Construction Layout" sheet:
Measure span lengths and roadway widths in meters to the nearest 0.1 meter.

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Examples:
Design Manual
Existing Bridge:
9.1-12.2-9.1 m
Reinforced Concrete Continuous Hanched Slab Spans
Pile Bent Abutments, Pedestal Type Piers
12.2 m Roadway
New Bridge:
13.5-18-13.5 m
Reinforced Concrete Continuous Haunched Slab Spans
Pile Bent Abutments, Pedestal Type Piers
12.2 m Roadway
m)
Show clearances to the nearest 0.01 m. Use the meter dimension with the "m" suf
fix when showing clearances on bridge details.
Geometric Clearances:
Vertical clearance: 5.00 m
Hydraulic Clearances:
High water clearance: 0.60 m
n)
All elevations are shown in meters. Show all structure and centerline elevations to
3 decimal places. Make sure that Bench Mark elevations on the Bridge Plans
match those on the Road Plans.
Detail water surface elevations (backwater, highwater, etc.) to the nearest hun
dredth of a meter. Do not add trailing zero.
o)
p)
Correct:
Incorrect:
Include the leading zero in stationing.

Correct:
123+023.456
Incorrect:
123+23.456
Reinforcing bar marks all follow the following format:

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Design Manual
SSCCNN
where SS = bar size
CC = component designation
NN = bar number
Example:
A #13 bar in an abutment: 13A12

A #25 bar in a pier beam: 25PB7
Bar sequence in the bar list is by size first and then by alphanumeric of the bar
mark. Ordering bars by longest bar to shortest bar is not important. Do not rearrange the bar lists and details to provide the bar length sort.
It is preferable to place all reinforcing bar lists and bending diagrams on one or
two sheets located toward the back of the bridge plans just in front of any "standard" plan sheets. Placing all the reinforcing information in one location reduces
the possibility that the reinforcing bar fabricator will miss a sheet that includes
reinforcement details. Group bars by use (i.e., Piers (footing, column, pier beam),
Slab, Rail, etc.).
q)
Survey Descriptions: The benchmark, POT, and other surveying descriptions andinformation in the surveying notes often do not comply with standard SI dimensioning protocol (survey notes use meters as the implied unit of measure). It is
acceptable to alter the descriptions (add the "m" suffix after length measurements,
insert a blank, change upper case to lower case, etc.) to match standard detailing
procedures when copying the information to the "Construction Layout" and "Contour Map" sheets. Do not make changes which alter the meaning of the note or
description. The Road Office has already set this policy. It would be wise to coordinate the changes so that survey descriptions are the same. (Reference Jim Brewers memorandum to the Road Squad Leaders, 6/6/94).
When importing notes from Road Plans, it is not necessary to resize the text to
match the Bridge Plan notes. (#4 lettering minimum)
r)
Curve Definitions: The US Customary system contains a Degree of Curve based

curve definition and a radius based curve definition. The SI system only uses the
radius definition. Convert existing degree of curvature definitions to a radius definition on new SI details. Omit the degree of curvature, "D", from the definition.
See the Road Office's SI Guidelines for conversion procedure.
s)
SI Maintenance and Repair Project Guidelines: Use the following guidance when
determining which measurement system to use when preparing repair details in the
Systeme International (SI) system for a structure originally constructed using the
US Customary system.

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The intent of these guidelines is to allow the Engineer to produce a set of plans
which uses the SI system whenever possible. However, there are times when the
Engineer would sacrifice clarity by using the SI system. The following rules will
clarify when it is acceptable to use the US Customary system to label an existing
structural member.
Measurements: Use the SI system to dimension all existing concrete elements. Round
converted dimensions to the nearest five millimeters. (Dimension an existing 8.5 slab as
215 mm). Use the SI system to dimension location information (2400 mm centerline to
centerline between an existing W36x210 rolled girder and the new W920x313 girder).
Bridge Descriptions: Use the SI system when dimensioning or describing an existing
structure which will be repaired or removed. Round span lengths, widths, and roadways
to the nearest 0.1 meter.
Reinforcing Steel: Label existing reinforcing steel using the US Customary designations
(#4, #8, etc.). Label SI bars using the ASTM A615M-96 designations (#13, #19, etc.) or
with a bar mark (13A4).
Rolled Structural Shapes: Use the US Customary designations for existing piling, wide
flange sections, channels, angles, pipes, tubes, etc. Include the units in the standard designations to clarify. (Examples: W36x210 plf, C12x20.7 plf, L4x4x1/4, 36 pipe).
Welded Plate Girders: Use the US Customary system to dimension plate sizes for existing
welded plate girders, diaphragms, and /or bracing. (Examples: 1x12 flange, 48 web,
42 bent plate diaphragm).
Bolts: Use the US Customary system to label existing bolt sizes and thread types. (Example: 7/8x0-3 HH bolt and HH nut, NC Thread).
Auxiliary Elements: Use the US Customary system to dimension or label existing products (Bearing pads, grates, fencing , signing hardware, et.).
Small Repair Projects: Use US Customary bolts and the US Customary designation for
replacement of rolled shapes on small repair jobs. Detailing will use SI dimensions.

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SI Maintenance and Repair Project Guidelines

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APPENDIX 2: STANDARD NOTES/SPECIAL PROVISION

INDEX
Standard Notes may be found on the Internet at:
Metric (SI) http://www.ksdot.org/burdesign/standard_notes/main.asp
English (USC) -http://www.ksdot.org/burdesign/standard_notes/usstdnot.doc
Special Provisions may be found on the Internet at:
http://www.ksdot.org/burconsmain/specprov

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APPENDIX 3: BRIDGE PLAN PREPARATION GUIDELINES FOR RURAL SECONDARY, URBAN AND OFF-SYSTEM
The following information is furnished as a guideline so the procedural requirements and design
standards are met on construction plans for bridges for KDOT Bureau of Local Projects. While
not all-inclusive, the use of these guidelines should minimize revisions which may be required to
meet KDOT and FHWA criteria.
Bridge Plan Assembly (Use sheets as applicable) (In order of Assembly)
(a)
Plans to be included in Grading and Bridge Set

Summary of Quantities and General Notes
Contour Map
Construction Layout of Bridge
Geometric Layout
Bridge Geology Sheet
Abutment Details
Abutment Drainage Details
Pier Details
Bearing Device Layout and Details
Concrete, Steel, or P/S Superstructure Details
Auxiliary Details
Handrail Details
Bill of Reinforcing Steel & Bending Diagrams
Bridge Excavation Sheet
Standard Pile Sheet
Bar Support and Spacer Frames
Berm and Slope Protection
(b)
Plans for Bridge Only Project (In order of Assembly)

Title Sheet
Plan and Profile with General Notes
Traffic Control Sheet
Construction Sequence
Bridge Plans Assembled as in (a) above
Steel Plate Guard Fence Sheets
Bar Supports and Spacers Sheet
Summary of Quantities Sheet
A separate Summary of Quantities for the bridge should be provided as the first sheet or on the
Construction Layout as appropriate.
Contour Map

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1.
Plot contour map from Bridge Survey notes, road cross sections and topography notes. In
most cases, the contours should be plotted at 2 intervals. The centerline of project and/or
Survey centerline should be drawn in black ink. The scale for the contour map should be
1" = 50.
2.
On Contour Map show elevation sketch and waterway opening of all existing structures
and adjacent structures. Indicate the top of opening elevation of existing structures.
Include the field note on the map which pertains to the method of establishing the high
water and give elevation. Draw the proposed structure and channel changes with
geometrics on the contour map. Include all the data listed under (3.) which is available for
field check.
3.
Show the following data on the completed tracing.

a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
n.
p.
q.
4.
Contours (Preferably plotted at 2 intervals).

Plot centerline with stations above or to the right.
Name of stream and direction of flow. Write along thread of stream the governing
streambed elevations in ink. Two-foot contours are not adequate for structure
design or channel change grades.
Land uses (Cultivated, pastures, timber, etc.)
At least two P.O.T. references and centerline curve data.
Present traveled way.
Locate on map the point at which highwater data was obtained.
All buildings, fences, drainage structures, etc.
Right-of-way and easement lines.
KDOT north arrow and scale.
Sections, township, range and property owners.
Proposed structure.
Channel Changes, stationing and complete data.
All proposed improvement, such as right-of-way, channel change, and structure.
Shoofly Detour Alignment and Structures if appropriate.
A small scale profile of the channel change should appear on the contour map
showing approximate ground line and flow line grade and elevations. Show
typical section of channel change. In addition to the information noted above, the
following notes should appear as required.
"The Bridge Contractor shall remove existing structure--Structure No. (___) (30 I-beam
spans and 20 wood approaches, stone abutments, concrete piers) prior to construction of
the channel change (or after new structure is completed and opened to traffic)." Add one
of the following notes as appropriate:
(a)
"The following material shall be salvaged and stockpiled as directed by the

Engineer----, All other material shall be the property of the Contractor and
removed from the project or disposed at sites selected by the Contractor and
approved by the Engineer."

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(b)
Design Manual
The Steel Beams (or appropriate material) shall be salvaged and stockpiled above
highwater for removal by County or City Forces.
Explanation - This applies when:
5.
a.
There is no channel change at the bridge site and present structure will
interfere with the construction of the new structure.
b.
A structure must be removed at or near the bridge site which has salvage
value and bridge equipment is necessary for removal.
"The Grading Contractor shall remove existing structure-(7 x 4 x 24 RCB). Structure

No. ( __)."
Explanation - This applies when:
(a)
There is a channel change at the bridge site to be completed prior to construction

of the new bridge and the present structure will be removed along with channel
excavations.
(b)
Present structure has no salvage value and bridge equipment is not necessary for
removal.
6.
"Station (735+20) Construct Bridge No. (35-17-12.40), (36-48-36) Reinforced Concrete

Haunched Slab Spans, Column Bent Piers, Pile Bent Type Abutments, 36 Roadway"
Skew or Curve (if applicable).
7.
"The Grading Contractor shall excavate the channel at the Bridge Site prior to
construction of the Bridge."
Construction Layout Sheet

1.
The contour interval, except in special cases, shall be 2 foot. For Railroad Layouts
indicate point elevations and direction of flow of railroad side ditches.
2.
Show at least two Bench Marks preferably with one on either side of the structure.
There are two main survey datum (NGVD29 and NAVD88) which can be used for
surveys. Basing a survey on a different datum results in different elevations. The State
Road Office prints the reference datum on the first plan-profile sheet. Since the Bridge
Plans frequently get detached from the Road Plans and sent to various places, show which
survey datum is being used by placing a note under the Bench Mark description.
For example:

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B.M. # 16: 5/8" rebar with Alum. cap 8" below surface,
0 left of centerline Sta. 294+70, K-10. Elev. 1029.18
Sea Level Datum of NGVD 1929*. (*or NAVD 1988)
3.
Show Baseline and Centerline.
4.
The following streambed elevations should be indicated: water elevation at time of survey
with date; streambed elevation near the centerline; breakpoint channel change elevations.
5.
Indicate the highwater elevation which can reasonably be predicted at the bridge site from
existing highwater along the stream, from the valley profile, from the effect of new
construction, etc. Under certain conditions, the use of highwater direct from field notes
may be used; label as (H.W. and Date), otherwise label as Design H.W.
6.
Show clearance of structure above design highwater. The Highwater Clearance is to be

computed at a point in the lowest end span which is one-fourth the interior span length
from the pier. The highwater clearance for span type structures is typically 3 feet. If
hydraulic investigation indicates the elevation given for high water is due to backwater,
the clearance may be reduced to 1 foot. R.C. Box Bridges should clear the H.W. elevation
or design headwater elevation by a minimum 1 foot. (The "Hydraulic Assessment
Checklist" shall be completed.) See Attachment 2.3.4-2. Hydraulic Data for Open Span
Bridges.
7.
Include normal water elevation or actual water elevation with date at time of survey,
preferably water elevation at date of survey. Do not label as "normal water elevation" but
as "water elevation" and give date. Show ordinary Highwater (O.H.W.) Elevation. See
Attachment 2.3.4-2. Hydraulic Data for Open Span Bridges for definitions.
8.
Show channel change data and show cut slopes.
9.
In elevation, show grade line and give percent of grade or vertical curve. If on a vertical
curve, a small sketch should be located in the upper left-hand corner of the sheet with the
vertical curve data and the limits of the bridge shown on the vertical curve sketch.
10.
Show berm (normally 4 to 5 feet) including slope of berm and top of fill on plan and
elevation. The berm elevation shall be set as follows:
Separated Abutments
R.C. Slab Bridges
Girder Bridges
11.
1 below Bridge Seat

2 below Bottom of Slab
1 below Bottom of Girder
The bottom of abutment beams should be set 2-6" below top of berm for Girders and
Separated Abutments and 1-6" for Slab Bridges except if piling is not used then 3 feet
minimum below berm (or into rock). See Figure 2.1.3-4 Bridge Seat Clearancesketch.
Excavation boundary plane. Label as such and give elevation. This Plane is located 1.5
feet above Ordinary Highwater. Excavation Boundary Plane is used where wet excavation

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is expected and does not normally apply to grade separations, Railroad Overpass
Structures, and R.C. Box Bridges. For explanation of "Ordinary Highwater", see Plan
Sheet Hydraulic and Hydrological Data for Open Span Bridges (Attachment 2.3.4-2.
Hydraulic Data for Open Span Bridges) in the Stream Crossing Section)
12.
KDOT North Arrow and Scale.
13.
Show profile elevations, number and station of abutments and piers in elevation.
14.
Show elevations for top of piles, top and bottom of drilled shafts, bottom of footings and
top of berms.
15.
Locate and show test pile in plan and elevation. (Dash lines) Test piles shall be used only
where required and shall be shown with a penetration about 6 more than permanent piling
and should be listed in Summary of Quantities. If test piles are not used as permanent
piles, they shall be noted as such.
Geology information should conform to the "Minimum Guidelines for Bridge Foundation
Investigations - Attachment No. 1, Bureau of Rural and Urban Development Memo 85-3."
Clearly state on the plans where contractors can view the Geology Reports, Drill Logs and
Core Samples. This is especially important on consultant plans with consultant geology.
When "Test Piles (Special)" are required, the Pile Driving Analyzer (PDA) will be used to
monitor the driving of the test pile(s). The engineer will use the FHWA WEAP Pile
Analysis Program to provide the parameters for Standard Note 1010 when the piles are not
point bearing. See Attachment "A(1)" for Standard Specification.
16.
For most cases, the slope from the shoulder down to ground line at the end of abutment
wings should be 3:1. The edge of the 10:1 slope for Guard Fence back-up should be 4-0"
from the face of the Bridge Handrail.
17.
The berm slopes in front of abutments will generally be 2:1, however with proper
justification, these may be steepened to 1:1 or flattened to meet conditions at the bridge
site. Slopes steeper than 2:1 must be protected. For stream crossings where it is deemed
necessary to protect the slopes, rock or old concrete may be used. The bid item Slope
Protection (*) allows the use (with approval) of concrete rubble entirely or in
combination with the material designated on the plans. It also requires protruding
reinforcing steel in the broken concrete to be cut off.
If rock suitable for slope protection is available on the project, it may be placed as a
blanket on the earth slopes. The rock blanket should be designated as Slope Protection
(Shot Rock) with the thickness specified on the plans. A 2-0" thickness is preferred with
the 2:1 slopes. If a steeper slope is used, the berm should be constructed of rock or other
means provided to protect the slope. Special Corps of Engineers projects may require
riprap meeting Corps of Engineers Specifications.

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Design Manual
18.
The Berm slopes for "project over" grade separation structures shall be as specified in No.
16 for earth. Place aggregate riprap on berms of structures over railroads and for "side
road over" project structures. Riprap requirements will be determined during the field
check. The riprap slope shall be a plane with a minimum slope of 1:1 but preferably a
2:1 slope should be used. Open ditches shall be maintained through grade separation
structures if practicable. The ditch bottoms shall be riprapped when it is determined there
is drainage through the structure. This ditch lining should extend up the shoulder slope to
provide a minimum depth of 2-0". The minimum width of ditch bottom should be 1-0".
The earth side slopes for county roads shall be 3:1 and shall be carried to and intersecting
with the plane of riprap. A clearance of 20-0" from the centerline of the tracks to the
abutment slopes will be required. Off-track maintenance may extend the 20-0" criteria
an additional 8-0" when justified by need. (See Figure 2.2.3-4 Desirable Design
Clearances (Railroad) in the Grade Separation Structures Section.)
19.
Dimension monolithic concrete structures, centerline of bearing at abutment to centerline

of bearing at piers and overall length of bridge in elevation. Dimension centerline of
abutment footings or piles to centerline of pier footings on plan. For structures with
separated substructures, dimension center to center of bearing and overall length in
elevation. Dimension center of abutment footings or piles to center of pier footings in
plan. If centerline of the abutment or the pier and centerline of the footings is not
coincident this should be clearly dimensioned in plan and elevation.
20.
Designate width of berm (normally 4 to 5 feet), slope of cut and bottom width channel
change, fixed and expansion ends of spans, roadway, centerline of project and shoulder
width of earthwork fill immediately adjacent to structure.
21.
Show roadway of the bridge which shall be in accordance with the latest design standards
for the road designed and the predicted traffic count. Design Load, Unit Stresses and
Method of Design should be indicated.
22.
Label piling as to number and length in elevation. Steel piles and concrete piles are
available in any lengths and the length should be given in 1-0" increments. Prestressed
piles may be limited in length by transportation to the site.
23.
Show lengths of Drilled Shafts.
24.
Bottom of footings or top of piles in footings shall be founded 4 to 6 feet below streambed
or channel change elevation. Where erosive action of the stream is expected due to a
channel change or scour, the depths of footings should be increased. Footing depths in
good rock may be decreased. The economy and desirability of deep footings (15-0" +), in
comparison to using short piles should be investigated. However, consideration should be
given to the ability of obtaining formation penetration when short piles (15-0" or less) are
used. Predrilling may be required.
In plan, show dimension and size of footings.
25.

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26.
Design Manual
For Grade Separation Structures, in elevation show minimum vertical clearances for each
lane and the crown grade elevation of underneath roadway at the centerline of structure
and label as crown grade elevation.
In plan, show the point of minimum vertical clearance for each lane and dimension
horizontal clearance to face of columns on both sides of each lane. Consult design criteria
for proper clearances to be used.
27.
For Railroad Overpass Structures in elevation, give minimum vertical clearance from top
of rail for each track and show location of point in plan. Indicate the horizontal clearance
to face of riprap and face of columns. Give top of rail elevations at centerline of bridge.
Draw a sketch on the layout showing the construction clearance to be provided. For
skewed crossings show a cross section perpendicular to the railroad centerline and
extending up berm slopes. Where necessary, break the section along the centerline of the
railroad. Show the control dimension from the top of rail to bottom of ditches and the top
of toe of riprap. Show track centers, if more than one track is crossed, or if a future track is
to be provided. Give the railroad stationing and the tie to project stationing. For a
Railroad Overpass, it will be necessary to compute the Quantities of the bridge between
Railroad right-of-way lines or 50-0" either side of centerline of track. The Quantities
should be submitted to the Bureau of Construction for their use in computing Protective
Liability Insurance. See the Railroad Protective Liability Insurance sketch shown on
Figure 1.2.6-1 Railroad Protective Liability Insurance in the Grade Separation
Structures section of the Manual.
28.
Show in both plan and elevation the location, size, and owner of all utility lines such as
gas, water, sewer, telephone, and power lines.
29.
A Summary of Quantities shall be provided on a separate sheet or on the Bridge Layout

and included and numbered with the Bridge Sheets using only the items necessary. The
summary shall be in the following sequence:
Units
Accuracy
Class _____ Excavation
Concrete Grade _____
Concrete Grade _____ (AE) (__)
Reinforcing Steel (Grade __)
Reinforcing Steel (Grade __) (Epoxy Coated)
Structural Steel -A709M Gr. ____
Structural Steel -M270M Gr. ____
Headed Stud Anchor
Prestressed Concrete Beam (Size)
Prestressed Concrete Panels
Bearing Device
TFE/Elastomeric Bearing Device
Elastomeric Bearing Device

Version 1/14
Cu.Yds.
Cu.Yds.
Cu.Yds.
Lbs.
Lbs.
Lbs.
Lbs.
Each
Lin. Ft.
Sq. Ft.
Lbs.
Each
Each
1 Cu.Yds.
0.1 Cu.Yds.
0.1 Cu.Yds.
10 Lbs.
10 Lbs.
1 Lbs.
1 Lbs.
Each
0.1 Ft.
0.1 Sq. Ft.
0.1 Lbs.
Each
Each
Bridge Section
A3 - 7
Design Manual
Units
Accuracy
Cast Iron
Lbs.
0.1 Lbs.
Drilled Shaft (Size)
Ft.
0.1 Ft.
Permanent Casing (Size) (Set)
Ft.
0.1 Ft.
Pile (Steel) (Size)
Ft.
1 Ft.
Ft.
1 Ft.
Pile (Concrete) (Size)
Pile (Prestressed Concrete) (Size)
Ft.
1 Ft.
Test Piles (Type) (Size)
Ft.
1 Ft.
Test Pile (Type) (Special)
Ft.
1 Ft.
Pre-Drilled Pile Hole
Ft.
1 Ft.
Area Prepared for Patching
Sq. Yds.
1 Sq. Yds.
Area Prepared for Patching (Full Depth)
Sq. Yds.
1 Sq. Yds.
Machine Preparation (Depth)
Sq. Yds.
1 Sq. Yds.
Pile Point (Cast Steel)
Each
Each
Portland Cement Overlay (Thick.)
Sq. Yds.
1 Sq. Yds.
Material for Silica Fume Overlay (Set)
Cu. Yds.
1 Cu. Yds.
Latex Surface Course (Thick.)
Sq. Yds.
1 Sq. Yds.
Modular Expansion Device
Lin. Ft.
1 Lin. Ft.
Strip Seal Assembly
Lin. Ft.
1 Lin. Ft.
Expansion Device (Finger Joint) or (Sliding Plate) Lin. Ft.
1 Lin. Ft.
Bridge Joint (Type)
Lin. Ft.
1 Lin. Ft.
Abutment Strip Drains
Sq. Yds.
1 Sq. Yds.
Granular Backfill (Wingwalls) (Set)
Cu. Yds.
1 Cu. Yds.
Foundation Stabilization (Set)
Cu. Yds.
1 Cu. Yds.
Bridge Drainage System
Unit shown on plans
Bridge Backwall Protection System
Sq. Yds.
1 Sq. Yds.
Substructure Waterproofing Membrane
Lump Sum
Lump Sum
or
Sq. Yds.
1 Sq. Yds.
Sq. Yds.
1 Sq. Yds.
Riprap (Reinforced Concrete) (Size)
Riprap (_____ Stone)
Sq. Yds.
1 Sq. Yds.
Tons
1 Tons
Slope Protection (Type)
or
Cu. Yds.
1 Cu. Yds.
Bridge Painting
Lump Sum
Lump Sum
Environmental Protection
Lump Sum
Lump Sum
Hydrodemoliton
Sq. Yds.
1 Sq. Yds.
Removal of Existing Structure
Lump Sum
Lump Sum
Trainees (Highway Construction) (No.) (Set)
Hrs.
1 Hr.
Field Office & Lab. (Type ____)
Each
Each
Mobilization
Lump Sum
Lump Sum
Mobilization (DBE)
Lump Sum
Lump Sum
Temporary Shoring
Lump Sum
LumpSum
Drilling and Grouting
Each
Each
Sonic Test
Each
Set
Core Hole (Investigative)
Lin Ft.0.1
Lin Ft.
In addition to the information noted above, the following notes should appear as required.

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a.
Design Manual
Near plan view dimension of shoulder width and side slope, place the following
note:
"See Road Cross-Sections for Transition to normal section."
b.
"Rock Float: After normal pile driving practice has been complied with, special
procedures which may be necessary to seat the piling for Abutments No.
__________ and for Piers No. __________ in the _____________ Formation
which is made necessary by rock float shall be considered "Extra Work".
Example: If drilling, blasting, etc. are required, the above note shall be used as
appropriate.
c.
Predrilling or jetting may be required to attain the minimum penetration specified.

"Predrilling: All Steel Piles in Abutment No. __________ and Pier No.
__________ shall be predrilled to Elevation __________. Piles shall be set and
driven to the computed bearing value shown. After driving the holes shall be
backfilled with Grade __________ Concrete.
Explanation - Revise note to fit conditions. Use this note where it is
desired to predrill into formation before commencing to drive piles.
or
Predrilling: Steel Piles in (give location) shall be predrilled to Elevation
__________ to clear (give object to be cleared as sewer line, old footing, etc.).
The piles shall then be set and driven to the computed bearing value shown. After
driving the hole shall be backfilled with earth or other suitable available material.
Explanation - Use Note which applies.
Pre-drilled pile holes shall be measured and paid for at the contract unit bid per
foot for "Pre-drilled Pile Holes," which price shall be full compensation for all
drilling or augering, and for Grade 3 concrete for filling pre-drilled pile holes, for
all labor, tools, equipment and incidentals necessary to complete the work.
d.
"Presplitting: Excavation into (Give name of Limestone) shall be to neat lines by

approved presplitting techniques.

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Attachment A(2)Pile and Driving Equipment Data

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APPENDIX 4: ENGINEERING AIDS

1) Special Provision for reinforcing substitutions
2) Appendix B Reinforced Development Lengths Table
3) Spiral reinforcing quantities
4) Reinforcing Detailing Practice

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Attachment A4-1Special Provision for Reinforcing Substitutions

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Attachment A4-3Sprial Reinforcing Quantities

(Quantities for 3/8" diameter bar with spacers & 6" pitch)
Weight of one cage = ( W L ) + C

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For different spiral parameters, such as a different pitch, use the Excel Spreadsheet located on the
Bridge Server at:
K:/Bridge/Users/+Br Applications/Design Apps/EXCEL/Spiral Calcs.xls
or compute using the following equations:
TECHNICAL DOCUMENTATION
WEIGHT OF ONE SPIRAL CAGE = (W * L) + C
Formulas used to calculate "W" and "C":
W = (R * LOT * M S) + (M B * N)
C = ((2 * T * * (D-DS)) / 12.0) * M S
Where: W = Weight per foot of cage (includes weight of N spacer bars).
C = Weight of extra complete turns at the top and bottom of the cage.
R = Turns per foot of cage = 12.0/P
P = Pitch (in.)
LOT = Length of one turn on the pitch
0.5
= ( ( * ( D - DS ) )2 + P2 ) / 12
L = Length of cage (ft.)
D = Outside diameter of cage (in.)
DS = Diameter of spiral bar (in.)
MS = Weight of spiral bars. (lb/ft.)
MB = Weight of spiral spacer bars. (lb/ft.)
N = Number of spacer bars in the cage.
T = Number of complete turns at top and bottom of cage.
Spiral Size
#3
#4
#5
#6
DS
0.375
0.500
0.625
0.750
MS
0.376 lb/ft.
.668
1.043
1.502
Spiral size used for:

#10 bars and smaller
#11 bars and greater
(LRFD 5.10.6.3)
DS < 0.5" (#4)

N:
MB:

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DS > 0.5" (#4)
N=2
D < 24",
N=3
20" < D < 30", N = 3
D > 24",
N=4
D < 20",
MB = 0.75 lbs/ft
MB= 0.80 lbs/ft.
(Smin = 0.008 in3)
Smin = 0.030 in3)
A4 - 9
Bridge Section
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The nominal dimensions of a deformed bar are equivalent to those of a plain round bar having the
same weight per foot as the deformed bar. (From CRSI 1985 Manual of Standard Practice).
Place the following not on the plans:
The weight of spiral spacer bars are included in the weight of reinforcing steel. Spiral bars shall
conform to ASTM A615 or A82.

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Attachment A4-4 Reinforcment Detailing Practice
Plan detailing for reinforcement in concrete

CRSI says Bars are cut to the nearest 1".
For bending diagram show:
Pin size to the 1/16"

Bar geometry (length) to 1"
For bill of reinforcement show bar lengths to the nearest 1".

For summary of quantities show to:
Show nearest 10 lbs.
Calculate to 1 lbs.
Given:
Diameter of sprial bar #4 (0.50)
Mass of sprial = 0.668 lb./ft.
Diameter of sprial = 26
Length of sprial = 13-4
Assume 1 1/2 turns top and bottom
Calculations:
Circumference = D avg = 25.5 = 80.1106
2
2
12 + 80.1106 = 81.0044
---------------------rev
81.0044 1rev
Total Length in 1ft. = ---------------------- ----------- = 81.0044
rev
1ft
1
lb
lb
Weight = 81.0044 -------- 0.668 ----- = 4.5092 ---- 12
ft
ft
Length of Spiral =

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3spacers
lb
lb
Spacers ----------------------- 0.8 ------------------- = 2.4 ----ft
spacers
ft
lb
lb
lb
Total weight for spiral and spacers = 4.5092 ----- + 2.4 ----- = 6.9092 ----ft
ft
ft
Weight for 1 1/2 complete turns top and bottom = 3 * 80.1106 = 13.378 lb.
Total weight of 13-4 Section:
W = (sprial + spacer) length + 1 1/2 turns top and bottom turns
W = 6.9092
lb
----ft
x 13.333 ft. + 13.38 lb. = 105.48 lb.

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APPENDIX 5: ENGINEERING MEMORANDUMS

1)
Bureau of Design Memorandum (12-06)
Shop Plans Size (Max 11x17)
2)
Bureau of Local Projects Memorandum (05-15)

Geotechnical Bridge Foundation Investigation Practice
3)

Plan Review Procedures & Project Development Schedule Changes
4)

City/County Federal-Aid Design Policy for Bridges
5)

Bridge Load Rating and Posting
6)
FHWA Rehabilitation and Replacement of Bridge Deck (HIBT-30)
7)
Vertical Clearance Design Exceptions for Interstate System
8)
Bureau of Design memorandum (10-01)

Impact Attenuator Selection
9)
10)
Vertical Clearance

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Attachment A5-1Bureau of Design Memorandum (05-15)

Shop Plans Size(Max.11x17)

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Attachment A5-2Bureau of Local Projects Memorandum (05-15)

Geotechnical Bridge Foundation Investigation Practice

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Plan Review Procedures & Project Development Schedule Changes

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City/County Federal-Aid Design Policy for Bridges

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Bridge Load Rating and Posting

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Attachment A5-6 FHWA Rehabilitation and Replacement of Bridge Deck
Memo: Rehabilitation and Replacement of Bridge Decks

http://www.fhwa.dot.gov/bridge/071101.cfm
Rehabilitation and Replacement of Bridge Decks

Subject: Rehabilitation and Replacement of
Bridge Decks
From: /s/ Original Signed by
From: M. Myint Lwin, P.E., S.E.
Director, Office of Bridge Technology
Date: November 1, 2007

Refer HIBT-30
To:
To: Division Administrators

Consistent with the program direction established in legislation and the Federal
Highway Administration's interest in reducing structural deficiencies, the
rehabilitation or replacement of structurally deficient bridge decks (those with
National Bridge Inventory Item 58 - Deck 4) is eligible for Highway Bridge
Program (HBP) funding. Such bridge work is to be considered rehabilitation
under the HBP regardless of the bridge's sufficiency rating. The 10-year rule
will not prevent a current structurally deficient deck from being replaced or
rehabilitated; however, once the deck has been replaced or rehabilitated, the
10-year rule will apply.
Eligibility of structurally deficient bridge decks does not relieve the bridge owner
of the need to perform other work required to restore the structural integrity of a
bridge or work necessary to correct safety deficiencies. Bridges to be
rehabilitated must, as a minimum, conform to the provisions of 23 CFR Part
625, Design Standards for Highways, for the class of highway on which the
bridge is a part.
Deck rehabilitation or replacement projects should be identified systematically,
in conjunction with a comprehensive bridge management system, in order to
make the most effective use of HBP and other bridge funds. An overall
balanced program that considers major rehabilitation, replacements, deck
rehabilitation and replacement, along with maintenance and preservation
activities should be the ultimate goal.
If you have any questions, please feel free to contact Mr. Tom Everett at 202366-4675, or Thomas.everett@dot.gov.
cc:
Division Bridge Engineers
Resource Center Director

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Attachment A5- 7 Vertical Clearance

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MEMO TO:
Rick E. Kreider, P.E., Chief

Bureau of Materials and Research
FROM:
James J. Brennan, P.E.

Assistant Geotechnical Engineer
DATE:
December 30, 2008

Original Policy Dated February 24, 2004
SUBJECT:
The Approved Proprietary Retaining Wall System list developed by our Agency
has performed well for many years. However; the premise of all our design standards
requires us to design to AASHTO minimum specifications. The conservative nature of
the AASHTO criteria has actually hindered development of the MBW (Modular Block
Wall) usage in low impact settings. An example would be to build a two foot exposed
height retaining wall (3 blocks) while embedding the system 3 feet (4 blocks) and using
reinforcement 8 feet in length. Although these design standards are widely considered
too conservative, no significant effort has been made yet to address these deficiencies in
AASHTO.
Until these discrepancies are addressed by AASHTO, we recommend a policy
(henceforth known as the Landscape Retaining Walls Policy or LRW Policy), whereby
the less restrictive National Concrete Masonry Association Design Standards for
Segmental Retaining Walls can be utilized for MBW systems on urban and secondary
routes providing the following criteria are met:
The total height of the retaining wall must be less than 6 feet.
The live load surcharge cannot exceed 100 psf.
The system cannot be defined as a critical structure whose failure would cause
loss of life, serious loss of function or access to adjacent necessary services/structures, or
result in significant property damage.
Multiple tiered walls will not be considered landscaping walls even if the
individual height of the component retaining walls is less than 6 feet.
This policy will allow the use of a granular leveling pad. (rev. 12.30.08)
Please contact us at (785)296-3008 after your review and revisions of the
proposed policy so that we can proceed with its further development.
AJG:JJB:jjb
Ken Hurst, P.E., State Bridge Operations Engineer
C:
Loren Risch, P.E., State Bridge Design Engineer
Ron Seitz, P.E., Chief, Bureau of Local Projects
Mike Popp, P.E., Operations Engineer
Corky Armstrong, P.E., Roadway Design Engineering Manager
Joshua Welge, P.E., Soils Engineer
Luke Metheny, Engineering Associate III
Blair Heptig, Foundations Specialist

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APPENDIX A6: Bid Tabs (Formats)

UNIT
CALC.
TO
PAY
TO
SECTION
Class I Excavation
Cu.Yd.
0.10
204
Class II Excavation
Cu.Yd.
0.10
204
Class III Excavation
Cu.Yd.
0.10
204
Concrete (Grade ____ )
Cu.Yd.
0.10
0.1
710
Concrete (Grade 3.0)
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Concrete (Grade ____ )(AE) (aggregate)
Cu.Yd.
0.10
0.1
710
Concrete (Grade 3.0)(AE)
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Concrete (Grade 4.0)(AE)(AI)
Cu.Yd.
0.10
0.1
710
Concrete (Grade 4.0)(AE)(SA)
Cu.Yd.
0.10
0.1
710
Concrete (Grade 4.0)(AE)(SW)
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
ITEM
Class class Excavation
Concrete (grade) (air) (aggregate)

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UNIT
CALC.
TO
PAY
TO
SECTION
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Cu.Yd.
0.10
0.1
710
Concrete (Grade ___ )(AE) (LC-HPC)
Cu.Yds
.
0.10
0.1
SP
Concrete (Grade 3.5)(AE) (LC-HPC)
Cu.Yd.
0.10
0.1
SP
Concrete (Grade 4.0)(AE) (LC-HPC)
Cu.Yd.
0.10
0.1
SP
Simulated Stone Masonary Stain
Sq. Yds
1.0
1.0
SP
Concrete Masonary Coating
Sq. Yds
1.0
1.0
713
Sq.
Yds.
1.0 Sq.
Yds.
Reinforcing Steel (Grade 60)
Lbs.
10
711
Reinforcing Steel (Grade __ ) (Epoxy Coated)
Lbs.
10
711
Reinforcing Steel (Grade 60) (Epoxy Coated)
Lbs.
10
711
Fiber Reinforcemnet
Lbs.
SP
Structural Steel (A709) (Gr. ___ )
Lbs
712
Structural Steel (A709) (Gr. 36) (Misc.)
Lbs.
712
Structural Steel (A709) (Gr. 36)
Lbs.
712
Structural Steel (A709) (Gr. 50)
Lbs.
712
Structural Steel (A709) (Gr. 50W)
Lbs.
712
Structural Steel (A709) (Gr. 70W)
Lbs.
712
Structural Steel (M270) (Gr. ___ -T__ )
Lbs.
712
Structural Steel (M270) (Grade 36)
Lbs.
712
Structural Steel (M270) (Grade 36-T2)
Lbs.
712
Structural Steel (M270) (Grade 50)
Lbs.
712
ITEM
Bridge Deck Grooving

(Use for all bridge decks without an overlay.)
710
Reinforcing Steel (Grade __ )(Protection)
Structural Steel (type)(grade)(use)

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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Lbs.
712
Lbs.
712
Structural Steel (M270) (Grade 50W)
Lbs.
712
Structural Steel (M270) (Grade 50W-T2)
Lbs.
712
Lbs.
712
Structural Steel (M270) (Grade 70W)
Lbs.
712
Lbs.
712
Lbs.
712
Structural Steel (M270) (Grade HPS 50W-T3)
Lbs.
712
Lbs.
712
Lbs.
712
Structural Steel (M270) (Gr. ___ -F3) (FCM)
Lbs.
712
Structural Steel (M270) (Grade 36W-F3)(FCM)
Lbs.
712
Lbs.
712
Lbs.
712
Structural Steel (M270) (Grade HPS 50WF3)(FCM)
Lbs.
712
Lbs.
712
Lbs.
712
Structural Steel (Bolt)
Each
Each
Structural Steel (Merchant Quality)
Lbs.
Welded Stud Shear Connectors
Each
Each
ITEM

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712
712
Bridge Section
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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Bridge Painting (Inorganic Zinc/Acrylic)
LS
714
Bridge Painting (Inorganic Zinc/Polyurethane)
LS
714
Bridge Painting (Organic Zinc/Acrylic)
LS
714
Bridge Painting (Organic Zinc/Polyurethane)
LS
714
Environmental Protection **
LS
714
LS
714
Prestressed Concrete Beam (Double T)
Lin. Ft.
0.10
715
Prestressed Concrete Beam (Inverted T)(600)
Lin. Ft.
0.10
715
Prestressed Concrete Beam (Inverted T)(800)
Lin. Ft.
0.10
715
Prestressed Concrete Beam (K2)
Lin. Ft.
0.10
715
Prestressed Concrete Beam (K2+2)
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
Lin. Ft.
0.10
715
ITEM
Bridge Painting (type)
** This goes on all repaint projects w/ lead paint

Power Wash
Prestressed Concrete Beam (size)

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UNIT
CALC.
TO
PAY
TO
SECTION
Lin. Ft.
0.10
715
Prestressed Concrete Panels
Sq. Ft.
0.10
715
Lbs.
716
Bearing (Steel) (size)
Each
706
Bearing (Steel) (size)
Lbs.
706
Bearing (Steel Reinforced Elastomeric) (size)
Each
706
Bearing (TFE/Elastomeric) (size)
Each
706
Bearing (Pot) (size)
Each
706
Bearing (Disk) (size)
Each
706
Bearing (Spherical) (size)
Each
706
Elastomeric Bearing Pad (size)
Each
706
Drilled Shaft (size)
Lin. Ft.
0.10
703
Permanent Casing (size) (Set Price)
Lin. Ft.
0.10
703
Sonic Test (Drilled Shaft) (Set Price)
Each
703
Dynamic Load Test (Drilled Shaft)
Each
703
Lin. Ft.
0.10
703
Piles (C-I-P Concrete) (size)
Lin. Ft.
0.10
704
Piles (C-I-P Concrete) (10.75")
Lin. Ft.
0.10
704
Piles (C-I-P Concrete) (12.75")
Lin. Ft.
0.10
704
Piles (C-I-P Concrete) (14")
Lin. Ft.
0.10
704
Piles (Prestressed Concrete) (size)
Lin. Ft.
0.10
704
Piles (Prestressed Concrete) (12")
Lin. Ft.
0.10
704
ITEM
Post-Tensioning for Slab Bridge

Bearing (type) (size)
Drilled Shaft (size) (cased)
Core Hole (Investigative)
Piles (type) (size)

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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Piles (Steel) (size)
Lin. Ft.
0.10
704
Piles (Steel) (HP10x42)
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Lin. Ft.
0.10
704
Piles (Steel Sheet) (size)
Lin. Ft.
0.10
704
Test Piles (type) (size)
Lin. Ft.
0.10
704
Test Piles (Special) (type) (size)
Lin. Ft.
0.10
704
Cast Steel Pile Points
Each
704
Pre-Drilled Pile Holes
Lin. Ft.
0.10
704
Cased Pile
Lin. Ft.
0.10
SP
Corrugated Metal Sheet Piling
Lin. Ft.
0.10
702
Black Corrugated Metal Sheet Piling
Lin. Ft.
0.10
702
Galvanized Corrugated Metal Sheet Piling
Lin. Ft.
0.10
702
Expansion Device (Finger Plate)
Lin. Ft.
0.10
707
Expansion Device (Modular)
Lin. Ft.
0.10
707
Lin. Ft.
0.10
719
ITEM
Expansion Device (type)
Expansion Joint (type)

Expansion Joint (Strip Seal Assembly)

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UNIT
CALC.
TO
PAY
TO
SECTION
Expansion Joint (Preformed Elastomeric Compression)
Lin. Ft.
0.10
719
Expansion Joint (membrane sealant,*)

* (poly-tite or seal tite)
Lin. Ft.
0.10
SP
Silica Fume Overlay (thickness).
Sq.
Yds.
0.10
717
Silica Fume Overlay (1.50")
Sq.
Yds.
0.10
717
Silica Fume Overlay (2.25")
Sq.
Yds.
0.10
717
Material for Silica Fume Overlay (Set)
Cu.
Yd.
0.10
717
Multi-Layer Polymer Concrete Overlay
Sq.
Yds.
0.10
717
ITEM
Bridge Handrail (type) (size)
Lin. Ft.
Bridge Handrail (Metal) (size)
Lin. Ft.
0.10
721
Bridge Handrail (Metal) (0'-6")
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Bridge Handrail (Metal) (1'-6.5")
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Bridge Handrail (Steel) (size)
Lin. Ft.
0.10
721

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UNIT
CALC.
TO
PAY
TO
SECTION
Bridge Handrail (Steel Tubing) (size)
Lin. Ft.
0.10
721
Bridge Handrail (Aluminum) (size)
Lin. Ft.
0.10
721
Bridge Handrail (Aluminum Type B)
Lin. Ft.
0.10
721
Bridge Handrail (Aluminum Single Tube)
Lin. Ft.
0.10
721
Bridge Handrail (Aluminum Double Tube)
Lin. Ft.
0.10
721
Bridge Handrail (Aluminum Triple Tube)
Lin. Ft.
0.10
721
Bridge Handrail (Special)
Lin. Ft.
0.10
721
Bridge Handrail (Pedestrian)
Lin. Ft.
0.10
721
Bridge Handrail (Wooden)
Lin. Ft.
0.10
721
Handrail (Metal) (size)
Lin. Ft.
0.10
721
Handrail (Metal) (1'-3")
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Handrail (Metal) (3'-2 5/8")
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
ITEM
Handrail (type) (size)

Version 1/14
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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Lin. Ft.
0.10
721
Handrail (Metal-Pipe)
Lin. Ft.
0.10
721
Handrail (Metal-Galvanized)
Lin. Ft.
0.10
721
Handrail (Steel) (size)
Lin. Ft.
0.10
721
Handrail (Steel) (3'-6")
Lin. Ft.
0.10
721
Handrail (Aluminum) (size)
Lin. Ft.
0.10
721
Fence (Chain Link)
Lin. Ft.
0.10
828
Fence (Chain Link) (10'-0")
Lin. Ft.
0.10
828
Fence (Chain Link) (10'-0") (Special)
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Fence (Chain Link) (3'-5") (Pedestrian)
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Fence (Chain Link) (4'-0") (Bridge) (Pedestrian)
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Fence (Chain Link) (6'-0") (Bridge) (Pedestrian)
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Lin. Ft.
0.10
828
Fence (Chain Link) (Polymer-Coated)
Lin. Ft.
0.10
828
ITEM
Fence (type) (size)

Version 1/14
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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Lin. Ft.
0.10
828
Substructure Waterproofing Membrane
Sq.
Yd.
0.10
723
Bridge Backwall Protection System
Sq.
Yds.
0.10
724
Abutment Strip Drains
Cu.
Yds.
0.10
SP
Abutment Aggregate Drain
Sq.
Yds.
0.10
726
Concrete for Seal Course (Set Price)
Cu.
Yds.
204
Temporary Shoring
LS
701
Falsework Inspection
LS
708
Removal of Existing Structures
LS
202
Mobilization
LS
801
Mobilization (DBE)
LS
801
Traffic Control
LS
805
Trainees (Highway Construction) (number) (Set)
Hrs.
Field Office & Lab. (Type ___ )
Each
803
Field Office & Lab. (Type A)
Each
803
Field Office & Lab. (Type B)
Each
803
Field Office & Lab. (Type C)
Each
803
Field Office & Lab. (Special)
Each
803
LS
802
ITEM
Fence (Chain Link) (Special) (4'-6")
Contractor Construction Staking

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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Drilling and Grouting
Each
842
Drilling and Grouting (Repair) (Set Price)
Each
842
Sq. Ft.
0.10
826
Bearing Device (Reset)
Each
Concrete Surface Repair
Sq.
Yds.
Reinforcing Steel (Repair) (grade) (protection)

(Set Price)
Lbs.
Reinforcing Steel (Repair) (Grade 60) (Set

Price)
Lbs.
711
Reinforcing Steel (Repair) (Grade 60) (Epoxy

Coated) (Set Price)
Lbs.
711
Area Prepared for Patching
Sq.
Yds.
0.10
731
Area Prepared for Patching (Full Depth)
Sq.
Yds.
0.10.
731
Area Prepared for Patching (Poured with Overlay)
Sq.
Yds.
0.10
731
Machine Preparation (thickness)
Sq.
Yds.
0.10
732
Machine Preparation (0.25")
Sq.
Yds.
0.10
732
Sq.
Yds.
0.10
732
Sq.
Yds.
0.10
732
Sq.
Yds.
0.10
732
Sq.
Yds.
0.10
732
ITEM
Shot-Crete

Version 1/14
826
711
Bridge Section
A6 - 11
Design Manual
ITEM
UNIT
CALC.
TO
PAY
TO
SECTION
Sq.
Yds.
0.10
732
Sq.
Yds.
0.10
732
Sq.
Yds.
0.10
732
Hydrodemoliton
Sq.
Yds.
0.10
733
Reinforced Concrete Box (size) (Precast)
Lin. Ft.
0.1
734
(size) Structural Plate Pipe (gauge) (asphalt

coated)
Lin. Ft.
0.1
734
(size) Structural Plate Pipe Arch (gauge) (asphalt

coated)
Lin. Ft.
0.1
734
(size) Structural Plate Arch (gauge) (asphalt

coated)
Lin. Ft.
0.1
734
Foundation Stabilization
Cu. Yd.
204
Granular Backfill
Cu. Yd.
204
Granular Backfill (Abutment)(Drain)
Cu. Yd.
204
Granular Backfill (Wingwalls) (Set Price)
Cu. Yd.
204
Concrete for Seal Course (Set Price)
Cu. Yd.
204
Concrete Safety Barrier (type) (Temporary)
Lin. Ft.
0.10
809
Concrete Safety Barrier (type) (TemporaryInstallation Only)
Lin. Ft.
0.10
809
Concrete Safety Barrier (type) (TemporaryRelocate)
Lin. Ft.
0.10
809
Concrete Safety Barrier (type)
Riprap (type) (thickness)

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Design Manual
ITEM
UNIT
CALC.
TO
PAY
TO
SECTION
Riprap (Light Stone) (thickness)
Sq.
Yds.
0.10
829
Riprap (Grouted Light Stone) (thickness)
Sq.
Yds.
0.10
829
Riprap (Heavy Stone) (thickness)
Sq.
Yds.
0.10
829
Riprap (Grouted Heavy Stone) (thickness)
Sq.
Yds.
0.10
829
Riprap (Reinforced Concrete) (thickness)
Sq.
Yds.
0.10
829
Riprap (Reinforced Concrete) (4")
Sq.
Yds.
0.10
829
Slope Protection (type) (thickness) (grouted)
Cu. Yd.
830
Slope Protection (Aggregate) (thickness)
Cu. Yd.
830
Slope Protection (Aggregate) (thickness)

(Grouted)
Cu. Yd.
830
Slope Protection (Gabion) (thickness)
Cu. Yd.
830
Slope Protection (Shot Rock) (thickness)
Cu. Yd.
830
Slope Protection (Shot Rock) (thickness)

(Grouted)
Cu. Yd.
830
Slope Protection (Riprap Stone) (thickness)
Cu. Yd.
830
Slope Protection (Riprap Stone) (thickness)

(Grouted)
Cu. Yd.
830
Slope Protection (Special)
Cu. Yd.
830
Bedding for Slope Protection
Cu. Yd.
830
Geotextile Fabric
Sq. Yd.
0.10
830
Gabions
Cu.Yd.
0.10
832
Bridge Drainage System - Unit shown on

plans
This bid item includes all elements of the

drainage system.

Version 1/14
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Design Manual
UNIT
CALC.
TO
PAY
TO
SECTION
Lbs.
1610
LS
1610
Each
1610
Lin. Ft.
1610
Flowable Fill (Low Strength)
Cu. Yd.
0.10
843
Flowable Fill (High Strength)
Cu. Yd.
0.10
843
Curb Repair
Lin. Ft.
0.10.
728
Each
SP
Replacement Modules (series)
Each
810
Replacement Modules (F-200)
Each
810
Each
810
Each
810
Each
810
Curing Environment
Lump
Sum
ITEM
Flowable Fill (strength)
Ultrasonic Impact Treatment (type Repair)
Inertial Barrier System

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Design Manual
APPENDIX 7 ENGINEERING POLICY
Policy Statement on Highway
Noise Abatement
Effective
August 28, 1996
PREFACE
Traffic noise impacts vary with highway location relative to human activities and traffic
characteristics. The Kansas Department of Transportation (KDOT) evaluates traffic noise in
accordance with federal regulations and, as impacts become more severe, noise mitigation
measures are investigated. In order to address these issues in a consistent and objective manner,
the following policy and procedure statements are provided.
Authority
The Federal Highway Administration's Procedures for Abatement of Highway Traffic
Noise and Construction Noise is found in 23 CFR 772. The KDOT noise policy is based
upon this FHWA regulation, and is deemed to be consistent with it.
1)
Traffic Noise Reduction Responsibility

Traffic noise impacts develop in different ways. When new roadways are constructed
through established neighborhoods, impacts are recognized immediately after the new
facility is opened to traffic. However, when new construction takes place in rural or
undeveloped areas, impacts develop as residents and businesses are constructed along the
new roadway.
In view of these circumstances, KDOT endorses a "systems" approach to traffic noise
reduction that is sanctioned by the Federal Highway Administration (FHWA) and the
American Association of State Highway and Transportation Officials (AASHTO). The
systems approach is a program of shared responsibility whereby the control of undesirable
effects of traffic generated noise requires a three-part approach as follows: (1) Reduction
of noise at its source, ie. the motor vehicle; (2) proper land uses and developments with
appropriate building standards adjacent to high traffic volume roadways; and (3)
diminishing traffic noise that reaches noise-sensitive areas by incorporating noise reduction
measures into highway design. The first component relies on private industry; the second,
on local governments; and the third, on Federal and state agencies responsible for highway
location and design. To use only one method to address traffic noise might be prohibitive
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Design Manual
in cost, but through a joint effort of those involved, an appropriate balance of cost and
responsibility can be achieved. Policy and procedure stated in this document reflects this
systems approach to traffic noise reduction.
2)
Noise Prediction
All predictions of noise levels on KDOT highway projects will be made using a noise
prediction model approved by the FHWA. In predicting noise levels and assessing noise
impacts, the posted speed limit at the time of the existing traffic noise study will be used.
3)
Noise Levels
a.
Descriptor
Noise studies for KDOT projects will use Leq, the equivalent sound level.
b.
Existing Levels
Leq values existing in a project corridor before construction will normally be
determined through field measurements. However, in certain cases, these values
can be obtained through execution of the Model.
c.
Future Levels: Without Barrier

Post-construction Leq values that approach or exceed the FHWA Noise Abatement
Criteria (NAC) found in 23 CFR 772 are deemed to be sufficiently high to warrant
abatement analysis. Noise abatement measures including traffic management
measures, alignment shifts, buffer zones and noise barriers will be evaluated. The
following table defines approach for each of the Land Use Categories.
Land Use
Category
Noise Abatement
Criteria LeqdV)
Approach
defined as
57 dBA
56 dBA
67 dBA
66 dBA
C
72 dBA
71 dBA
In addition, impacts are deemed to occur when future predicted no barrier levels
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Design Manual
substantially exceed existing levels. KDOT has an agreement with FHWA that
defines impacts. These definitions are:
0-5 dBA increase
6-10 dBA increase
11-15 dBA increase
> 15 dBA increase
- No impact
- Minor impact
- Moderate impact
- Severe impact
Abatement analysis, as outlined in 23 CFR 772, will be conducted when impacts

are classified as moderate or severe.
4)
Barriers
a.
Barrier Projects
KDOT will only construct noise barriers as part of highway construction or reconstruction projects. KDOT will not participate in the Type II program of
retrofitting existing highways with noise barriers until Federal standards are
established exclusively for Type II and other enhancement projects (See 23 CFR
772.5(i) and 772.7 (b)).
b.
Insertion Loss
Insertion loss is the difference in Leq with and without the barrier (barrier minus
no barrier level). The insertion loss goal for each impacted sensitive receptor is
5 dBA or more.
c.
Location
In at-grade or fill situations, barriers should be built as close to the highway as
possible. If necessary, barriers can be located on top of jersey-type barriers, and
placed at the edge of shoulder, ( approximately 10-12 feet from traffic). If jerseytype barriers or methods of crash protection are not used, noise barriers should be
outside the 30 foot clear zone.
When barriers are constructed at or near the shoulder line, consideration must be
given to safety, drainage, and ice and snow removal.
In cut situations, barriers should be placed as close to the right-of-way line as
possible. This will maximize noise reduction effects of the barrier. In all cases
barriers should be constructed on KDOT right-of-way.
Policy Siuiemem on Highway Noise Abatement
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Design Manual
d.
Height
For aesthetic and cost reasons, barriers should be tall enough to provide adequate
noise reduction, and no taller. For KDOT projects, the maximum height of any
barrier above the ground line will be 16 feet. Barriers taller than 16 feet would
probably result in negative visual impacts on the surrounding properties.
Also for aesthetic reasons, barrier height should be limited as follows: The
distance from the barrier to any inhabited buildings should be at least four times
the barrier height. For example, if the distance from the barrier to a row of
protected houses is 44 feet, the maximum height of the barrier should be 11 feet.
e.
Length
Barriers shall be designed with the shortest length possible. Typically, barriers
will need to extend beyond the last receiver by a distance four times the distance
from the receiver to the barrier.
f.
End Treatment
Abrupt endings of barriers should be avoided. Barrier heights should be tapered
to the ground and vegetation may be used to soften the end appearance.
g.
Access
Working space behind the barrier with provisions for access should be provided,
or maintenance agreements with other public bodies or private individuals should
be made.
h.
Materials
The principal issues involved in material selection are aesthetics, community
desires, constructability, and maintenance. Normally, concrete and masonry based
materials are the most suitable in addressing these issues. Wood barriers are a less
expensive alternative, but must be carefully designed and monitored in terms of
treatment and water content in order to minimize maintenance problems. Metal
barriers are easily damaged, and are often not received positively regarding
aesthetics. Vegetative screens do not produce meaningful noise reduction, due to
a lack of material density.
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i.
Cost
Because a small number of people benefit from a relative large expenditure of
funds, barriers, if constructed, must be determined to be reasonable, feasible, and
cost effective. For KDOT projects cost effectiveness is defined as barrier cost per
receiver at or below the national average guideline for barrier cost effectiveness.
This guideline was determined to be $25,000 in 1995 dollars, based upon studies
performed for KDOT.
When determining cost effectiveness of a potential barrier, each sensitive receptor
receiving 5 or more dBA insertion loss is counted as one receiver, and each
receiving 3-4 dBA insertion loss is counted as one half receiver.
The cost data in Table 1 should be used when computing the barrier cost per
receiver. These data have been incorporated into the NOISE software library. It
is the intent of KDOT to update the values in Table 1, as well as the $25,000
barrier cost per receiver national criterion, as needed.
It should be noted that the data in Table I are to be used in conjunction with the
guideline for cost effectiveness. THEY ARE FOR COMPARISON PURPOSES
ONLY. Actual barrier costs will vary.
It should also be noted that the comparison of proposed barrier costs using the
guideline is to assist KDOT in making decisions about barrier feasibility. Any final
decision on barrier construction will be based on a variety of factors.
Barrier Height
Range in feet
01-05
05-10
10-15
15-20
20-25
Cost per linear foot

in 1995 dollars
Berm
Concrete
Wood
Metal
48.66
79.11
1-17.18
155.28
193.34
105.79
193.33
302.74
412.13
521.55
18.77
94.21
220.91
347.61
474.30
28.09
136.79
272.66
408.53
544.39
TABLE 1 - OPTIMA Cost Data for Kansas in 1995 Dollars
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j.
Maintenance
The goal for all barriers constructed by KDOT is minimum maintenance cost.
Each barrier design should be performed with this goal in mind.
k.
Aesthetics
Successful barrier projects not only adequately reduce noise levels, but also receive
positive response regarding appearance (aesthetics). In order to assure this positive
response, care should be taken in selecting a color scheme and surface texture, and
use of landscaping should be considered in design.
1.
Documented Community Support

No barrier will be constructed by KDOT unless there is: a) formal endorsement by
appropriate local officials, and; b) documented support of at least 80 percent of the
residents of all first and second row sensitive receptors.
m.
Isolated Receivers
Barriers will not be constructed for individual residences or other isolated
receivers.
5)
Decision to Build or Not Build a Barrier

The decision on whether to build or not build a barrier is always a KDOT decision.
Factors that influence that decision include:
1.
2.
3.
4.
5.
6.
7.
Documented impacts (Section 3.c.)

Insertion loss of 5 dBA reasonably attainable (Section 4.b.)
Documented official community support (Section 4.1.)
Documented support of affected residents (Section 4.1.)
Cost effectiveness of barrier attainable (Section 4.i.)
Assurance of positive aesthetic impacts (Sections 4.f., k.)
Minimized impacts on maintenance operations (Section 4.j.)
In addition to these 7 factors, the following must also be considered:

1.
Other Noise Sources - If significant non-highway noise sources

exist in the project area, such as major rail lines or airports, noise
barrier effectiveness will likely be compromised. Barriers will not be
built when such a compromise is evident.
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2.
Chronology of Development - It is KDOT policy to fully inform

local officials about noise levels resulting from its projects. In spite
of this policy, there is too often still noise sensitive development
that occurs in the proximity of these projects. KDOT does not want
noise sensitive development to occur immediately adjacent to high
volume, high noise level highways. KDOT will not participate in
the evaluation or construction of traffic noise barriers for a project,
where development was not planned, designed, and programmed
prior to the Point of Public Knowledge. The Point of Public
Knowledge shall be defined as the date an approved Categorical
Exclusion is issued, or the date of an approved Record of Decision
or Finding of No Significant Impact.
3.
Local Participation - If a local jurisdiction wishes a noise barrier

that is deemed not reasonable by KDOT, the barrier may be
installed, provided the locality participates in the cost, including
but not limited to preliminary engineering, construction, safety, and
maintenance, and that KDOT's material, design, and construction
specifications are used.
Any barrier that is marginally cost effective may still be constructed
provided the locality is willing to share in the funding through an
appropriate partnership with KDOT.
6)
Sensitive Receptors
Although all activities that have a NAC are reviewed, single family residences have
the highest priority for limited highway construction funds.
Approved:
E. Dean Carlson,-Secretary
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APPENDIX A8 POST LETTING INFORMATION

The following information is a guide summarizing requirements for the post letting review of various fabrication, and field plan document requirements. The Specification, General Notes, Engineering Seal requirements and risk categories which are to be considered are grouped together to
ease locating the various pieces of information. The Design Engineer must consider some or all or
these, based on the type of project, when estimating the Construction Services portion of the Contract.
Some of the information within this section is familiar to the designer, such as shop plan, falsework plan and shoring plan review. Other information has been recently implemented by KDOT
to provide oversight during the construction process. It is KDOTs intent to assign higher risk
operations a more stringent review and oversight process. As such, the highest level of risk occurs
when a project has construction operations over either railroad or vehicular traffic. The designer is
encouraged to review the specifications associated with the type or work begin performed, and
choose the appropriate General Note thus indicating to the Contractor the level of risk and therefore, oversight which can be expected.

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Plan Review Summary
Project
Specific
Standard
5200
6000
6010
6100
6110
6111
6115
6120
6130
701
702
30
35
300
1030
105
708
710
105
708
710
4100
4105
4115
4120
4100
4106
4110
4120
4130
4140
7800
7810
4130
4140
7800
7820
105
708
710
SP0707004
3000
3010
5210
6420
6520
6521
6522
6523
8700
105
708
710
SP0707014
3000
3010
5210
6420
6520
6521
8700
9001
9002
9003
105
708
SP070711
4140
4200
5100
5110
7000
7210
7215
7300
7301
7310
7311
7312
7320
7330
7400
3 weeks
Shoring
Railroad
6 weeks
Category (1)
4 weeks
Category (2)
4 weeks
Category A
(1)
Falsework
Erection
Demolition
Pour Sequence
Category B
4 weeks
Category C
4 weeks
Category A
(1)
Category B
4 weeks
Category C
4 weeks
Discuss
Possible
Changes at
Precon
Meeting
2 Weeks
6200
6210
6220
6410
6420
6600
6620
6625
7410
Recommend
Approval
In House
Shop Details
101 106
705 707
709 716
719 721
722 735
1609
Plan Review
Project
Specific
P.E. Stamp
Required
Plan Type
Note
Numbers to
Review
Lead Time
Required
Consultant
Information
Specs to
Review
# of Plan
Copies
Plan Review Summary Information
No
No
**
No
Yes
**
Yes
Yes
Yes
Yes
Yes
Yes
Yes
District Policy
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
Yes
Yes
Yes
No
Yes
Yes
Based on project complexity, the specifications and the notes listed in this document may only be the base
of what is required.
* Electronic submittal conforming to 105.10 (b) of the Standard Sepcifications for State Road and Bridge
Construction
* * General Compliance Stamp

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Shop Drawing Consultant Information Letter p1
December 21, 2009

Consultant Name
Company Name
Company Address
Company City, State and Zip Code
Dear Mr. [Consultant Name]:
Subject: Shop Drawings for Structural Steel Bridges
The Kansas Department of Transportation (KDOT) will change two procedures regarding shop
drawings for structural steel bridges let January, 2010 and after.
First, KDOT will change to receiving and storing shop drawings in the digital Portable
Document Format (PDF). KDOT is currently using this technology on several projects. The
State Bridge Office, along with the Consultants and Fabricators involved, are pleased with the
results.
Submittal of hardcopy prints will no longer be accepted. Therefore the ability to scan and plot
drawings into an 11x17 standard PDF format is required.
KDOT can accept file sizes less than 5 MB as email attachments. Files larger than this will
require the use of an FTP site for file exchange.
Attachment 1 details the procedure KDOT will use for processing electronic shop drawings.
Attachment 2 details the procedure KDOT will use for processing revised electronic shop
drawings.
A second change is that KDOT Consultants need not put their approval stamp on each sheet of
the final Consultant-approved shop details. Instead, the Consultant will submit a memo bearing
their approval stamp along with the final details. The memo will also contain KDOTs Project
number and bridge number, the Consultants job number, the Fabricators job number, a list of all
the sheets, and any other information necessary to communicate the contents of the drawings that
are submitted (in the PDF file(s)).

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Shop Drawing Consultant Information Letter p2

December 21, 2009
Letter to [Consultant Name]
Page Two
The State Bridge Office and the Bureau of Local Projects, Bridge Team endorses this policy.
This memorandum addresses shop drawings specifically because the approval stamp procedures
for shop drawings are changing. However, KDOT will require all working drawings (shop
drawings, falsework plans, erections plans, shoring details, etc.) to be electronic submittals for
KDOT jobs. KDOT will provide details by memorandum and modification to the specifications.
Sincerely,
Jim L. Kowach
Chief, Bureau of Design
JLK:jkk
Attachments
c:
Roy Rissky, Construction and Maintenance

Mike Floberg, Transportation Safety and Technology
Rick Kreider, Materials and Research
James Brewer, State Road Office
Corky Armstrong, State Road Office
Randy Leonard, Local Projects
James Brennan, Material and Research
BUREAU OF DESIGN
Jim L. Kowach, P.E., Chief
700 S.W. Harrison Street; Topeka, KS 66603-3745 (785) 296-3531 Fax: (785) 296-6946
Hearing Impaired 711 e-mail: publicinfo@ksdot.org Public Access at North Entrance of Building

Version 1/14
Bridge Section
A8 - iv
Design Manual
Example Letter of Electronic Plan Approval
November 17, 2009
Fabricator Company name

Company Address
Company City, State Zip Code
Attention: [Insert fabricators name]
Dear Mr./Mrs. [Insert fabricators name]:
Subject:
Approved Shop Plans

Project No.
Bridge No.
County Name
Attached is a file containing approved shop details, dated [Insert Date], for the [insert information about
shop plans].
The details in the file are identified as Sheet Numbers [insert sheet numbers] of your Job No. [insert Job
No.].
Sincerely,
Jim L. Kowach, P.E.
Chief, Bureau of Design
[Insert your signature line]

[insert your initials]:[insert editors initials]
Attachments
by email:
W.Clay Adams, District One Engineer, w/a
Rick Kreider, Chief, Bureau of Materials and Research, w/a
Attn: Michael Popp, Operations Engineer, w/a
Burt Morey, Metro South Engineer, w/a ( or Area and Constr. Eng. if applicable)
Ruben Noguera, Field Engineering Administrator, w/a
Attn: Brian Bosak, Construction Manager, w/a
Jim Werst, HNTB Corporation, w/a
Bruce Timmons, Clarkson Construction Co., Inc., w/a
(Note: copy to Bridge MSA if project contains walls)
NOTE Use 12-point font. This example uses 11-point font so all information is on one page.
BUREAU OF DESIGN
Jim L. Kowach, P.E., Chief
700 S.W. Harrison Street; Topeka, KS 66603-3745 (785) 296-3531 Fax: (785) 296-6946
Hearing Impaired 711 e-mail: publicinfo@ksdot.org Public Access at North Entrance of Building

Version 1/14
Bridge Section
A8 - v
Design Manual
Shop Drawings Distribution

Version 1/14
Bridge Section
A8 - vi
Design Manual
Revised Shop Drawings

Version 1/14
Bridge Section
A8 - vii
Design Manual
Erection Category Information
Special Requirements for Bridge Designers to Designate Erection Plan Categories

The initial Category is based on the chart which considers the length of the longest span, the curvature of the bridge and the skew angle.
If skew is greater than 30, move up one Category (A to B or B to C).
If a structure crosses traffic or a railroad, require Category B as a minimum.
If the Contractor uses falsework bents or strong-backs for the field erection, Category C Erection Plans are required.
Note: The designer may elevate a structure to the necessary Category based upon engineering
judgment and unique circumstances

Version 1/14
Bridge Section
A8 - viii

DOT of Kansas (KDOT) - Bridge Design Manual (2014) PDF

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DESIGN MANUAL

Volume III - Bridge Section

Kansas Department of Transportation

Volume I, Road Section

Volume II, Coordinating Section

Volume III, Bridge Section

Volume IV, Bureau of Right of Way

Volume III US (LRFD)

Kansas Department of Transportation

Volume III US (LRFD)

Kansas Department of Transportation

Volume III US (LRFD)

Kansas Department of Transportation

U.S. CUSTOMARY - 1/14 REVISIONS

Kansas permit limits changed .................................................................................................(1-22)

Revisions and Development

Volume III US (LRFD)

Kansas Department of Transportation

ABBREVIATIONS AND TERMINOLOGY

Average Annual Daily Traffic.

Supports at the end of the bridge used to retain the approach

American Concrete Institute.

Average Daily Traffic. The average 24-hour volume of traffic,

Average Daily Truck Traffic.

Allowable High Water. The maximum elevation to which water

American National Standards Institute.

The paved area between wingwalls at the end of a culvert. See

American Institute of Steel Construction.

American Railway Engineering and Maintenance of Way

American Society for Testing Materials.

American Welding Society.

An unnaturally high stage in a stream caused by obstruction of

Volume III US (LRFD)

Kansas Department of Transportation

restriction. [Figure 2.3.4-1 Longitudinal Section Along Centerline

A device used to support horizontal reinforcing bars above the base

A pile which is purposely driven at an angle with vertical.

Device to transfer girder reactions without overstressing the

A relatively permanent material object bearing a marked point

A diagram which shows the distance from a horizontal line

Bridge Rating and Analysis of Structural Systems.

A structure having a length of more than 20 feet from face to face

Includes the embankment materials and surface pavements which

BRIDGE DISPLAY PROGRAM

Volume III US (LRFD)

Kansas Department of Transportation

Bridge maintenance packets located in the Bridge Management

"Bridge Office Management System" - An Oracle database to

A splice where the ends of two adjoining pieces of metal in the

A watertight box of wood or steel sheeting; or a cylinder of steel

A slight curvature built into a structural member, to allow for

Case Pile Wave Analysis Program. See 10.6.10 Pile Driving

A raised road across wet or marshy ground or across water.

Categorical Exclusions. See

Code of Federal Regulations. See

A written order issued by the Engineer to the Contractor, and signed

Class I Excavation includes all material of whatever nature, except

Volume III US (LRFD)

Kansas Department of Transportation

Class II Excavation includes the entire volume of whatever

Class III Excavation applies to excavation for bridges not classified

Construction Management System. See

A barrier built in the water so as to form an enclosure from which