BRIDGE

DESIGN
MANUAL

2003 Edition
(U.S. Customary Units)

State of Connecticut
Department of Transportation
Revisions: 07/04, 11/04, 01/05, 03/05, 01/09, 03/09, 02/11, 04/19
 Connecticut Department of Transportation Bridge Design Manual

INTRODUCTION
The Division of Bridges publishes the Bridge Design Manual (BDM) to provide engineering and
detailing standards, criteria, and guidelines to designers and detailers who design and analyze
bridges and highway-related structures for the Connecticut Department of Transportation
(CTDOT).

The use of the BDM is required of anyone performing design or analysis of bridges and highway-
related structures for the CTDOT.

The BDM, supplemented by other CTDOT manuals, Engineering and Construction Directives
Bulletins and Policy Statements, is the vehicle by which the design and rehabilitation of bridges
and highway-related structures is implemented. Presented is a compilation of design, detail and
plan presentation practices, specification interpretations and guidelines which constitute the
Bridge Design Standard Practices of the CTDOT.

The design practices in the BDM have been established primarily for application to short and
medium span bridges and other highway-related structures using conventional construction
methods. These practices are subject to re-examination and may not, in some cases, be applicable
to long spans, major river crossings or multi-level interchange complexes. For design
requirements not described in the BDM, the designer should refer to Section 1.

While the BDM attempts to unify and clarify standard practices for design, it does not preclude
justifiable deviations, subject to the concurrence of the CTDOT, provided the deviations are based
on sound engineering principles. Good design practice will always require a combination of basic
engineering principles, experience and judgment in order to furnish the best possible design within
reasonable economic limitations.

To reflect changes to standard practices, revisions to the BDM will be issued periodically as
Engineering and Construction Directives and Bulletins. The Engineering and Construction
Directives and Bulletins are mandatory and supersede the current BDM. Recommendations for
changes to the BDM are welcome, and should be submitted in writing to the CTDOT via the
Division Chief of Bridges.

The BDM is provided in PDF format and is accessible via the CTDOT Internet Website.

http://www.ct.gov/dot/cwp/view.asp?a=3893&q=459612

Please note that while it is possible for those with PDF editing software to download and modify the
BDM PDF, the only recognized official version shall be the document that is provided on the
CTDOT Internet Website.

For additional information regarding the CTDOT, visit the Department's Home Page located at:

http://www.ct.gov/dot/site/default.asp

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 Connecticut Department of Transportation Bridge Design Manual

PREFACE

The Connecticut Department of Transportation Bridge Design Manual (BDM) has the following
Divisions and Sections:

DIVISION 1 – STANDARD DESIGN PRACTICES AND PROCEDURES

 Section 1 - General Design Requirements
 Section 2 - Design Submissions & Contract Documents
 Section 3 – Loads
 Section 4 - Seismic Design and Retrofit
 Section 5 - Abutments, Piers and Walls
 Section 6 - Concrete Structures
 Section 7 - Steel Structures
 Section 8 - Decks and Deck Protective Systems
 Section 9 – Bearings
 Section 10 - Deck Joints
 Section 11 - Surface Drainage
 Section 12 - Bridge Rails and Barriers
 Section 13 - Buried Structures
 Section 14 - Sign Supports
 Section 15 - Utility Installations
 Section 16 - Bridge Repair & Rehabilitation (VACANT)
 Section 17 - Post Design Responsibilities (VACANT)

DIVISION 2 – CONTRACT PLAN NOTES, TABLES & NOTICES

 Appendix “A” - Plan Notes
 Appendix “B” - Structural Steel Notes

DIVISION 3 – DESIGN AIDS

 Section 1 – General (VACANT)
 Section 2 - Bridge Geometry (VACANT)
 Section 3 - Substructure Details
 Section 4 - Structural Steel Details
 Section 5 - Prestressed Concrete Details
 Section 6 - Bridge Deck Details
 Section 7 - Expansion Joint Details
 Section 8 - Bridge Railing and Approach Rail Details
 Section 9 – Rehabilitation
 Section 10 - Buried Structures
 Section 11 - Sign Support (VACANT)
 Connecticut Department of Transportation Bridge Design Manual

DIVISION 1

STANDARD DESIGN PRACTICES

AND
PROCEDURES
 Connecticut Department of Transportation Bridge Design Manual

SECTION 1
GENERAL DESIGN REQUIREMENTS

TABLE OF CONTENTS

1.1 DESIGN SPECIFICATIONS (Rev. 04/19) ........................................................................... 1-1

1.1.1 State of Connecticut, Department of Transportation: (CTDOT) .................................... 1-1
1.1.2 American Association of State Highway and Transportation Officials (AASHTO) ...... 1-1
1.1.3 American Railroad Engineering and Maintenance-of-Way Association (AREMA): .... 1-2
1.1.4 American Welding Society (AWS): ............................................................................... 1-2
1.1.5 American Society for Testing and Materials (ASTM): .................................................. 1-2
1.1.6 Federal Highway Administration (FHWA): ................................................................... 1-2
1.1.7 Prestressed Concrete Institute (PCI): .............................................................................. 1-3
1.1.8 Society for Protective Coatings (SSPC): ........................................................................ 1-3
1.2 ABBREVIATED REFERENCES (Rev. 04/19) .................................................................... 1-3
1.3 LOAD RATINGS (Rev. 04/19) ............................................................................................. 1-3
1.3.1 General ............................................................................................................................ 1-3
1.3.2 Components for Evaluation (BLRM [1.5]) ..................................................................... 1-4
1.3.3 Condition Factor (BLRM [4.1.2]) ................................................................................... 1-4
1.3.4 System Factor (BLRM [4.1.3]) ....................................................................................... 1-5
1.3.5 Average Daily Truck Traffic (BLRM [4.1.4]) ................................................................ 1-5
1.3.6 Permit Load Rating (BLRM [4.4]) ................................................................................. 1-5
1.3.7 Minimum Acceptable Rating Factors ............................................................................. 1-6
1.4 TRANSPORTATION OF STRUCTURAL MEMBERS
AND COMPONENTS (Rev. 04/19) ....................................................................................... 1-7
1.4.1 Background ..................................................................................................................... 1-7
1.4.2 Design Requirements ...................................................................................................... 1-8
1.5 BRIDGE INSPECTION AND EVALUATION REQUIREMENTS (Rev. 04/19) ............... 1-9
1.5.1 Inspection Access............................................................................................................ 1-9
1.5.2 Notice to Bridge Inspectors ............................................................................................ 1-9
1.5.3 Inspection Manuals ......................................................................................................... 1-9
1.6 DESIGN FEATURES (Rev. 04/19) ..................................................................................... 1-10
1.6.1 General Features of Design ........................................................................................... 1-10
1.6.1.1 Width...................................................................................................................... 1-10

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1.6.1.2 Sidewalks ............................................................................................................... 1-10

1.6.1.3 Cross Section ......................................................................................................... 1-10
1.6.1.4 Profile..................................................................................................................... 1-11
1.6.1.4.1 Clearances ....................................................................................................... 1-11
1.6.1.4.1.1 Structures Adjacent to or Crossing over Roadways (Rev. 11/04) ............ 1-11
1.6.1.4.1.2 Structures Crossing over Waterways ....................................................... 1-11
1.6.1.4.1.3 Structures Adjacent to or Crossing over Railroads .................................. 1-11
1.6.1.4.1.4 Through-Truss Highway Bridges ............................................................ 1-12
1.6.1.4.1.5 Railway Bridges ....................................................................................... 1-12

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 Connecticut Department of Transportation Bridge Design Manual

GENERAL DESIGN REQUIREMENTS

1.1 DESIGN SPECIFICATIONS (REV. 04/19)

The design and details of all structures and structure components shall conform to the requirements
set forth in the latest editions, including the interim or updated specifications, of the following
publications, as modified and amended by the BDM and other CTDOT manuals and publications:

1.1.1 State of Connecticut, Department of Transportation: (CTDOT)

• Standard Specifications for Roads, Bridges, Facilities and Incidental Construction, Form
(latest)
• Bridge Load Rating Manual
• Highway Design Manual
• Drainage Manual
• Geotechnical Engineering Manual

1.1.2 American Association of State Highway and Transportation Officials

(AASHTO)

• AASHTO LRFD Bridge Design Specifications

• The Manual for Bridge Evaluation
• AASHTO Guide Specifications for LRFD Seismic Bridge Design
• AASHTO LRFD Bridge Design Guide Specifications for GFRP-Reinforced Concrete
• AASHTO LRFD Guide Specifications for Design of Concrete-Filled FRP Tubes
• AASHTO LRFD Movable Highway Bridge Design Specifications
• AASHTO LRFD Road Tunnel Design and Construction Guide Specifications
• Bridge Security Guidelines
• Guide Specifications for Bridges Vulnerable to Coastal Storms
• Guide Specifications for Design and Construction of Segmental Bridges,
• Guide Specifications for Design of Bonded FRP Systems for Repair and Strengthening of
Concrete Bridge Elements
• Guide Specifications for Design of FRP Pedestrian Bridges
• Guide Specifications for Internal Redundancy of Mechanically-Fastened Built-Up Steel
Members
• Guide Specifications for Seismic Isolation Design
• Guide Specifications for the Design of Concrete Bridge Beams Prestressed with Carbon
Fiber-Reinforced Polymer (CFRP) Systems
• LRFD Guide Specifications for Accelerated Bridge Construction
• LRFD Guide Specifications for the Design of Pedestrian Bridges,
• LRFD Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic
Signals
• Technical Manual for Design and Construction of Road Tunnels - Civil Elements

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 Connecticut Department of Transportation Bridge Design Manual

• AASHTO LRFD Bridge Construction Specifications

• Guide Design Specifications for Bridge Temporary Works
• Construction Handbook for Bridge Temporary Works
• Guide Specifications for Wind Loads on Bridges During Construction
• A Policy on Design Standards - Interstate System
• A Guide to Standardized Highway Barrier Hardware
• AASHTO Roadside Design Guide
• Standard Specifications for Transportation Materials and Methods of Sampling and Testing

1.1.3 American Railroad Engineering and Maintenance-of-Way Association

(AREMA):

• Manual for Railway Engineering

1.1.4 American Welding Society (AWS):

• Bridge Welding Code ANSI/AASHTO/AWS D1.5

• Structural Steel Welding Code ANSI/AWS D1.1
• Structural Welding Code - Aluminum ANSI/AWS D1.2
• Structural Welding Code - Reinforcing Steel ANSI/AWS D1.4
• Guide for the Protection of Steel with Thermal Sprayed Coatings of Aluminum and Zinc
and Their Alloys and Composites ANSI/AWS C2.18

1.1.5 American Society for Testing and Materials (ASTM):

• Annual Book of ASTM Standards

1.1.6 Federal Highway Administration (FHWA):

• FHWA Technical Advisory T5140.32, Uncoated Weathering Steel in Structures, dated

October 3, 1989
• FHWA-IP-89-016, Design of Riprap Revetments, Hydraulic Engineering Circular No. 11
(HEC-11), March 1989
• FHWA-NHI-01-002, Stream Stability at Highway Structures, Hydraulic Engineering
Circular No. 20 (HEC-20), 2001
• FHWA-NHI-01-001, Evaluating Scour at Bridges, Hydraulic Engineering Circular No. 18
(HEC-18), 2001
• FHWA-SA-92-010, Bridge Deck Drainage System, Hydraulic Engineering Circular No.
21 (HEC-21), May 1993
• FHWA-HRT-17-080, Design and Construction Guidelines for Geosynthetic Reinforced
Soil Abutments and Integrated Bridge Systems, June 2018

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1.1.7 Prestressed Concrete Institute (PCI):

• Manual for Quality Control for Plants and Production of Precast and Prestressed Concrete
Products MNL-116

1.1.8 Society for Protective Coatings (SSPC):

• Steel Structures Painting Manual, Vol. 1, Good Painting Practice

• Steel Structures Painting Manual, Vol. 2, Systems and Specifications

1.2 ABBREVIATED REFERENCES (Rev. 04/19)

The following is a list of abbreviated references used in the BDM for the preceding design
specifications:

Design Specification Abbreviated Reference

CTDOT Bridge Design Manual BDM
CTDOT Form (latest) Standard Specifications
CTDOT Bridge Load Rating Manual BLRM
CTDOT Highway Design Manual HDM
AASHTO LRFD Bridge Design Specifications LRFD
AASHTO Manual for Bridge Evaluation MBE
Manual for Railway Engineering AREMA
Bridge Welding Code AWS D1.5
Structural Steel Welding Code AWS D1.1
Structural Welding Code – Aluminum AWS D1.2
Structural Welding Code – Reinforcing Steel AWS D1.4

References throughout the BDM use the following syntax:

 To reference a publication, only the abbreviated reference in a bold font is used. For
example, BLRM.

 To reference a division, section or table in a publication, the abbreviated reference in a

bold font followed by a description with a numerical reference in brackets is used. For
example, LRFD [Table 3.5.1.1].

 To reference an article in a publication, the abbreviated reference in a bold font followed

by a numerical reference in brackets is used. For example, LRFD [3.6.1.2].

1.3 LOAD RATINGS (Rev. 04/19)

1.3.1 General

Load rating requirements are based on the following general scope of work categories:

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 Connecticut Department of Transportation Bridge Design Manual

 New bridge or bridge replacement – includes new and replacement buried structures
 Superstructure Replacement

 Major structure rehabilitation – includes deck replacement, structure widening, structural

steel repair and modifications to buried structures

 Minor structure rehabilitation – includes deck patching, resurfacing and safety

improvements

Design, legal, permit and emergency vehicle live load ratings shall be performed for all
new/replacement bridges and buried structures, and existing bridges and buried structures
where rehabilitation/repair of the structure will affect the live load rating in accordance with
the BLRM, amended as follows:

 All existing bridges and buried structures undergoing minor structure rehabilitation need
not be load rated provided a load rating, including the CT-TLC rating, is on file with CTDOT
that reflects the final condition of the structure after completion of the minor rehabilitation and
that meets the requirements of the BLRM.

Design, legal, permit and emergency vehicle live load ratings shall be performed for all
temporary bridges in accordance with the BLRM. The design vehicle live load rating at the
inventory level only is not required for temporary bridges that will be in service less than 3
years. The permit vehicle live load rating is not required if the permit vehicles are restricted
from using the temporary bridge.

Commentary: All existing bridges and buried structures undergoing minor structure
rehabilitation with resurfacing shall be load-rated to determine if they are adequate for the
construction equipment used to remove/place the HMA overlay. If resurfacing increases the
overlay thickness on an existing bridge, or additional dead load is added to the bridge, a load
rating is required.

1.3.2 Components for Evaluation (BLRM [1.5])

The bridge components requiring load rating shall be in accordance with the BLRM, amended
as follows:

 For new bridges and bridges undergoing major structure rehabilitation, the pier caps and
columns of all single column and multi-bent piers shall be evaluated.

1.3.3 Condition Factor (BLRM [4.1.2])

Condition factors shall be in accordance with the BLRM, amended as follows:

For new bridges, the value of the condition factor used in the rating analysis shall be 1.00.

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 Connecticut Department of Transportation Bridge Design Manual

For bridges undergoing a superstructure replacement or major structure rehabilitation, the

existing members and component to be rated shall be rehabilitated to a good/satisfactory
condition or better, allowing the use of a condition factor with a value of 1.00.

For bridges undergoing minor structure rehabilitation and requiring a load rating, the value of
the condition rating factor shall reflect the structural condition of the member. The CTDOT
shall be notified if the value of the condition factor used in the rating is less than 0.95.

1.3.4 System Factor (BLRM [4.1.3])

System factors shall be in accordance with the BLRM, amended as follows:

The use of system factors that correspond to the LRFD load factor modifiers for load rating is
not allowed.

1.3.5 Average Daily Truck Traffic (BLRM [4.1.4])

The average daily truck traffic shall be in accordance with BLRM, amended as follows:

For new bridges and bridges undergoing a superstructure replacement, load factors for legal
and permit load ratings shall be based on average daily truck traffic (ADTT), in one direction,
greater than 5000.

For bridges undergoing other major structure rehabilitation, the average daily truck traffic shall
be in accordance with BLRM [4.1.1].

1.3.6 Permit Load Rating (BLRM [4.4])

Permit vehicle load ratings shall be performed for permit vehicles in accordance with the
BLRM, amended as follows:

A load rating shall be performed, on all projects for which a load rating evaluation is required,
for the following vehicle, load factor criteria and analysis parameters:

Permit load vehicle: CT-TLC (Paving Train)

Permit Type: Special or Limited Crossing
Frequency: Single Trip
Loading Condition: Mix with traffic
Distribution Factor: One lane
Dynamic Load Allowance: 0.00

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Note: TLC = tri-load combination of vehicles in paving train

CT-TLC PERMIT LIVE LOAD VEHICLE

279.6 kip on 9 axles

1.3.7 Minimum Acceptable Rating Factors

The minimum acceptable design, legal, permit and emergency vehicle rating factors for
permanent bridges, are based on the general scope of work categories, and shall be no less than
the values shown in Table 1.3.7-1.:

Table 1.3.7-1
Minimum Acceptable Rating Factor (RF)
Rating Procedure New Structure/ Major Minor
Superstructure Structure Structure
Replacement Rehabilitation Rehabilitation
1.20, unless
Design Load Rating,
permitted in
Evaluation Level – 1.20 Report value
writing by the
inventory
CTDOT.
1.00, unless
Design Load Rating,
permitted in
Evaluation Level – Report value Report value
writing by the
operating
CTDOT.
1.20, unless 1.00, unless
permitted in permitted in
Legal Load Rating 1.20
writing by the writing by the
CTDOT. CTDOT.
1.20, unless
Report value,
permitted in
Permit Load Rating 1.20 may be less
writing by the
than 1.00
CTDOT.

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 Connecticut Department of Transportation Bridge Design Manual

Minimum Acceptable Rating Factor (RF)

Rating Procedure New Structure/ Major Minor
Superstructure Structure Structure
Replacement Rehabilitation Rehabilitation
1.10, unless
Report value,
Permit Load Rating, permitted in
1.10 may be less
CT-TLC writing by the
than 1.00
CTDOT.
1.20, unless 1.00, unless
Emergency Vehicle permitted in permitted in
1.20
Rating writing by the writing by the
CTDOT. CTDOT.

The minimum acceptable design, legal, permit and emergency vehicle rating factors for
temporary bridges shall be 1.00.

When required, written permission shall be obtained from the Principal Engineer.

Commentary: The target minimum acceptable rating factor of 1.20 was selected to account for
future deterioration of members and components that would require the use of a condition
factor of 0.85 and result in a rating factor greater than 1.00.

1.4 TRANSPORTATION OF STRUCTURAL MEMBERS AND COMPONENTS

(REV. 04/19)

1.4.1 Background

In general, the length, width, height and weight of a prefabricated structural member or
component for use in a highway, pedestrian or railway structure is limited by the ability to ship
the item over State highways and bridges.

These physical properties are indirectly limited by the vehicle regulations in the Connecticut
General Statutes. The General Statutes include the following limitations on the dimensions
of vehicles using State highways without the need for a permit:

 Vehicle Width (Section 14-262(a)(1)) - The width of a vehicle and combination vehicle
and trailer, including its load, is limited to 8’-6”, without a permit.
 Vehicle Length (Section 14-262(c)) - The length of the semi-trailer portion of a tractor-
trailer unit, including its load, is limited to 48 feet, without a permit.
 Vehicle Height (Section 14-264) - The height of a vehicle, with its load, is limited to 13’-
6”, without a permit.
 Vehicle Weight (Section 14-267a(b)(8)) - The gross vehicle weight (weight of vehicle
including its load) is limited to 80,000 pounds, on vehicles with a 51 feet wheelbase,
without a permit.

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 Axle Weights of Vehicles (Section 14-267a) - The axle weights of vehicles vary and are
determined by vehicle type and axle spacing.

Section 14-270 of the General Statutes assigns authority to the Commissioner of

Transportation to grant permits for vehicles exceeding the limits of the vehicular regulations.

To facilitate construction of the CTDOT projects, Policy Statement HO-10 was developed. It
states that the CTDOT will grant a permit via an authorized permit route for the transportation
of “any structural beam (member or component) that measures 120 feet or less and weighs no
greater than 120,000 pounds provided the individual axle weights on the vehicle and trailer
transporting the beam (member or component) do not exceed 20,000 pounds.” The phrase
“structural beam” may be interpreted to mean any structural member or component.

1.4.2 Design Requirements

The vehicle regulations of the General Statutes and CTDOT Policy Statement HO-10 establish
design guidelines for the length, width, height and weight of prefabricated structural members
and components.

To avoid problems associated with transporting materials during construction, prefabricated

structural members or components that will require a permit to be transported should be
identified early in the design phase.

The maximum member or component shipping length, width, height and weight shall be shown
on the contract plans. For the preliminary submissions, the best available information should
be shown on the plans. The actual, as designed, shipping lengths, widths, heights and weights
should be shown on the plans for the final submission for review.

The shipping information will be reviewed by the CTDOT Oversize and Overweight Permits
Section, which will determine if the members are transportable.

If a member exceeds the length and weight limits of CTDOT Policy Statement HO-10, the
designer must submit adequate justification with a preliminary submission to CTDOT. If
sufficient justification exists, the CTDOT Office of Engineering will request a waiver of HO-
10 and confirmation that a permit will be granted to transport the member in accordance with
Section 14-270 of the General Statutes from the CTDOT Oversize and Overweight Permits
Section.

If a member, when transported, will exceed the height and width limits of the General Statutes,
the designer must submit adequate justification with a preliminary submission to CTDOT. If
sufficient justification exists, the CTDOT Office of Engineering will request confirmation that
a permit will be granted to transport the member in accordance with Section 14-270 of the
General Statutes from the CTDOT Oversize and Overweight Permits Section.

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The special provision entitled “Section 1.06 - Control of Materials” should be included in all
projects. This special provision addresses the shipping of materials in accordance with the
Connecticut General Statutes and the CTDOT Policy Statement HO-10.

If a member exceeds the height and width limits of the General Statutes or the length and
weight limits of HO-10, and the CTDOT Oversize and Overweight Permits Section confirms
that a permit will be granted in accordance with Section 14-270 of the General Statutes to
transport the member, the project’s contract documents should indicate that the CTDOT has
confirmed with the Oversize/Overweight permit office that the proposed members are eligible
to be “Permitted” in accordance with the CTDOT Permitting Regulations.

1.5 BRIDGE INSPECTION AND EVALUATION REQUIREMENTS (REV. 04/19)

1.5.1 Inspection Access

Per a recommendation in Administration Memorandum No. 80, all bridges shall include
features, both off and on the structure, that will make them accessible to bridge inspectors and
facilitate the future inspection of the structure. These features may include a shelf at the face
of the abutment stem, ladder stops on slopes, catwalks, ladders, access doors (in bottom flanges
and the ends of box girders), hand rails and cables, lighting and electrical outlets, and any other
facility necessary for the inspection of the structure. The features may also include the design
and placement of structural members and components (such as generous bridge seats for box
girder structures, internal cross frames and bracing in box girders) that allow access for bridge
inspectors.

For bridges that are excessively wide, where normal inspection equipment cannot access the
interior members, the bridge may require permanent movable inspection platforms or
permanent catwalks. The need for and type of permanent inspection platforms shall be
determined by the CTDOT.

1.5.2 Notice to Bridge Inspectors

As a result of a recommendation in Administration Memorandum No. 80, the Designer shall

note on the General Plan any members and components needing special attention, such as
fracture critical members, during the inspection of the structure. This information shall be
contained in the “Notice to Bridge Inspectors” block.

The “Notice to Bridge Inspectors” block shall be shown on the Structure Layout for Design
(SL/D) Plans and fully completed on the Final Plans for Review.

1.5.3 Inspection Manuals

For movable bridges, segmental bridges and other bridges as directed by CTDOT, the
Designer shall provide an inspection manual. The manual should contain the instructions,
procedures, check lists, diagrams and details necessary to perform a complete in-depth

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inspection of the various members and components of the bridge. Inspection manuals shall be
submitted with the final submission for review.

1.6 DESIGN FEATURES (REV. 04/19)

1.6.1 General Features of Design

1.6.1.1 Width

Generally, the curb to curb width of highway bridges shall match the approach roadway
(including shoulders). For highway bridges with off or on ramps, the curb to curb width
shall match the geometry required for the roadway. Greater bridge widths may be
necessary to meet sight distance requirements, to facilitate the maintenance of traffic and
stage construction requirements or to accommodate standard width structural members.

Per Section 13a-86 of the Connecticut General Statutes, any bridge constructed or
reconstructed on a State maintained highway with two or more lanes shall have a clear
width of roadway of not less than 28.00 feet, exclusive of the width of any sidewalk, unless
in the judgment of the Commissioner a lesser width is warranted.
1.6.1.2 Sidewalks

Sidewalks shall be provided on bridges in accordance with CTDOT Policy Statement

E&C-19. The minimum sidewalk width shall be 5.0 feet. Sidewalk widths may be
increased in areas of heavy pedestrian traffic, on designated bike routes, or at locations
requiring additional sight distance.

Sidewalks should be carried across a bridge if the approach roadway has sidewalks or
sidewalk areas. Elsewhere, one or two sidewalks may be provided as warranted by current
developments, anticipated area growth, traffic or pedestrian studies, etc.

Sidewalk curb heights on structures shall match the exposed height of the approach
curbing. Where curbs are not provided on the approaches, the exposed curb height on the
structure shall be 6 inches.

Generally, the curb-to-curb width of pedestrian bridges shall match the approach pathway
width.

1.6.1.3 Cross Section

Generally, deck cross slopes in both the travel lanes and the shoulders of highway bridges
shall conform to the roadway cross slopes found in the HDM. Mechanical screeds, used
when placing cast-in-place concrete decks, can accommodate multiple cross slope breaks.
On bridges with precast components, such as precast adjacent box beams, the bituminous
concrete overlay may be placed to match the approach roadway cross section.

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1.6.1.4 Profile

The profile for highway bridges shall match the approach roadway. Preferably, the profile
grade of all bridges shall provide for longitudinal surface drainage.

1.6.1.4.1 Clearances

1.6.1.4.1.1 Structures Adjacent to or Crossing over Roadways (Rev.

11/04)

The minimum horizontal and vertical clearance for any structure adjacent to or
crossing over a roadway shall conform to the HDM. The provisions of FHWA’s
“Recording and Coding Guide for the Structure Inventory and Appraisal of the
Nation’s Bridges” should be considered when the clearances specified in the HDM
cannot be achieved, and a Design Exception is required to allow a lesser clearance.

The lowest portion of a structure mounted sign support shall be a minimum of 12

inches above the lowest component of the fascia member of the bridge to which it
is attached.

1.6.1.4.1.2 Structures Crossing over Waterways

Navigational clearances, both horizontal and vertical, shall conform to the

requirements of the U.S. Coast Guard. Permits for construction of a bridge over
navigable waterways shall be obtained from the U.S. Coast Guard and/or other
agencies having jurisdiction.

The waterway opening shall be consistent with the hydraulic characteristics of the
waterway. For additional information, see BDM [1.4].

1.6.1.4.1.3 Structures Adjacent to or Crossing over Railroads

The minimum horizontal clearance for any structure adjacent to or crossing over a
railroad shall conform to the AREMA. The horizontal clearance for any structure
adjacent to or crossing over a railroad shall be in accordance with standards
established and used by the affected railroad in its normal practice. The
determination of the horizontal clearance shall also consider the economics and
constructability of the structure, influence of railroad loads on the structure, site
conditions, drainage and utility requirements, railroad access and future track
expansion.

The minimum vertical clearance for any structure crossing over railroad tracks is
limited by Section 13b-251 of the Connecticut General Statutes. The minimum
vertical clearance for any structure crossing over railroad tracks shall be 20.50 feet
(measured from the top of the rail to the bottom of the structure). The minimum

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vertical clearance for any structure crossing over railroad tracks on which trains are
operated by means of overhead electrical wires (electrified tracks) shall be 22.50
feet (measured from the top of the rail to the bottom of the structure). If the
construction work includes only deck replacement (the removal and replacement of
the bridge deck and supporting members) or minor widening of the structure, and
the existing piers or abutments remain in place, the minimum vertical clearance
shall be the structure’s existing overhead clearance or 18.50 feet, whichever is
greater.

1.6.1.4.1.4 Through-Truss Highway Bridges

The minimum vertical clearance from the roadway to the overhead cross bracing of
a through-truss highway bridge should not be less than 17.50 feet.

1.6.1.4.1.5 Railway Bridges

Railway bridge clearances, both horizontal and vertical, shall conform to the
AREMA.

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SECTION 2
DESIGN SUBMISSIONS & CONTRACT DOCUMENTS

TABLE OF CONTENTS

2.1 DESIGN REVIEW SUBMISSIONS ..................................................................................... 2-1

2.1.1 General ............................................................................................................................ 2-1
2.1.2 Hydrologic Study ............................................................................................................ 2-1
2.1.3 Preliminary Hydraulic Study .......................................................................................... 2-1
2.1.4 Scour Analysis ................................................................................................................ 2-2
2.1.5 Structure Type Studies .................................................................................................... 2-2
2.1.6 Rehabilitation Study Reports .......................................................................................... 2-3
2.1.7 Railroad Clearance Diagram ........................................................................................... 2-3
2.1.8 Structure Layout for Design Plans .................................................................................. 2-3
2.1.9 Soil and Foundation Investigation .................................................................................. 2-5
2.1.9.1 General ..................................................................................................................... 2-5
2.1.9.2 Soil and Foundation Reports .................................................................................... 2-5
2.1.10 Final Hydraulic Study and Scour Reports .................................................................... 2-5
2.1.11 Final Plans for Review (Rev. 04/19) ............................................................................. 2-5
2.1.12 Incorporation of Review Comments ............................................................................. 2-6
2.1.13 Final Submission (Rev 04/19) ....................................................................................... 2-6
2.2 REQUIREMENTS FOR FINAL CONTRACT DOCUMENTS ........................................... 2-6
2.2.1 General ............................................................................................................................ 2-6
2.2.2 Final Plans....................................................................................................................... 2-7
2.2.2.1 Presentation of Drawings ......................................................................................... 2-7
2.2.2.2 Boring Logs ............................................................................................................. 2-8
2.2.2.3 Quantities (Rev. 04/19) ............................................................................................ 2-8
2.2.2.4 Transportation Dimensions and Weights ................................................................. 2-8
2.2.2.5 High, Low, & Flood Water Elevations .................................................................... 2-8
2.2.2.6 Quantity Disclaimer Note ........................................................................................ 2-8
2.2.2.7 Notice to Bridge Inspector ....................................................................................... 2-9
2.2.2.8 Coordinate Tabulation ............................................................................................. 2-9
2.2.2.9 Beam or Girder Lengths........................................................................................... 2-9
2.2.2.10 Utility Locations (Rev. 04/19)................................................................................ 2-9

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2.2.3 Specifications ................................................................................................................ 2-10

2.2.3.1 Standard Specifications for Roads, Bridges, Facilities ................................................
and Incidental Construction.................................................................................... 2-10
2.2.3.2 Supplemental Specifications (Rev. 04/19) ............................................................. 2-10
2.2.3.3 Special Provisions .................................................................................................. 2-10
2.2.3.3.1 General (Rev. 04/19) ....................................................................................... 2-10
2.2.3.3.2 Contractor Designed Items ............................................................................. 2-11

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DESIGN SUBMISSIONS & CONTRACT DOCUMENTS

2.1 DESIGN REVIEW SUBMISSIONS

2.1.1 General

The following list outlines the design process and describes the submissions required for the
design of bridges, box culverts and retaining walls. It should not be regarded as fully complete.
The following items, where applicable, should be submitted in the order listed to the CTDOT
for review and approval:

1. Environmental Review of the site,

2. Hydrologic Study,*
3. Preliminary Hydraulic Study (including any temporary facility as required),*
4. Scour Analysis (draft / final),*
5. Structure Type Studies or Rehabilitation Study Report,
6. Railroad Clearance Diagram,
7. Structure Layout for Design (SL/D) plans and Soils & Foundation Report,
8. Final Hydraulic Study,*
9. Final Plans for Review,
10. Incorporation of Review Comments, and
11. Final Submission.

* for structures crossing a waterway

2.1.2 Hydrologic Study

Prior to the start of the structure design and prior to the start of a Hydraulic Study to determine
the waterway opening, the design discharge shall be calculated and submitted for approval.
All pertinent “backup” data shall be submitted to facilitate the review process. This work shall
conform to the latest edition of the Drainage Manual.

2.1.3 Preliminary Hydraulic Study

A Hydraulic Study is required if the structure requires work within the floodplain of a
watercourse or stream with a watershed area exceeding one square mile. All work within the
floodplain must meet the requirements of Sections 13a-94, 22a-344 and 25-68b through 25-
68h of the Connecticut General Statutes along with the Drainage Manual. If a floodway is
established, every effort should be made to avoid encroachment into it. Note, certain activities,
such as the construction of bridge piers within the floodway may be acceptable provided there
is no increase in the “with floodway” watersurface profile for the base flood or the ten year
flood. Prior to the preparation of a Structure Type Study, a preliminary Hydraulic Study must
be prepared and submitted for review and approval. If Stream Channel Encroachment Lines
are established, they should be shown on the plans.

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2.1.4 Scour Analysis

The potential for scour at bridges over waterways must be evaluated and submitted to the
CTDOT for review and approval. For this purpose, the FHWA document entitled “Evaluating
Scour at Bridges” (HEC-18) or successor documents shall be used. Substructures for bridges
over waterways shall be designed to safely support the structure subjected to the design scour.
Substructures, subjected to scour shall be designed with pile foundations, foundations on rock,
foundations located below the maximum estimated scour depth, or any other means approved
by the CTDOT, provided adequate scour protection is maintained. The preferred foundation
types are pile foundations and foundations on rock.

2.1.5 Structure Type Studies

Structure Type Studies shall be prepared for each new highway, pedestrian and railway
crossing. The studies should consider the safety, serviceability, maintainability,
constructability, permit requirements, economics and aesthetics of the proposed structures.
The studies shall be developed after careful appraisal of the site conditions, foundation
conditions, hydraulic and drainage conditions, design discharge and scour potential,
coordination with DEEP fisheries, rights of way, utilities, and highway limitations (including
maintenance and protection of traffic and environmental impacts) both present and future.
Additional studies may be requested if the CTDOT finds the original proposals unsuitable or
inadequate.

Multiple studies done just for quantity are not desired but only those studies that show promise
or feasibility within the parameters herein should be pursued. For a group of bridges in a
contract, structure type should be similar so that similarity of construction details may result
in economy of costs. Repetition of a structure type merely for ease of design is to be avoided.
Attention to detail in the appearance of the structure is to be kept foremost in mind. New
materials and developments may be incorporated into the design of the proposed structure with
the prior approval of the CTDOT.

Where the structure is required to have more than one span, the resulting multi-span structure
shall be designed as continuous to eliminate the need for deck joints.

The structure type studies shall incorporate or otherwise resolve all requirements and
constraints from applicable studies, reports and analysis developed by groups both within and
outside the CTDOT for the crossing location.

The structure studies are to be prepared in a pamphlet form on letter size sheets. US Customary
units of measurement shall be used in all studies. The sheets are to be numbered and each
structure study is to be indexed. Construction costs shall be prepared for each structure type.
One complete quantity and cost estimate sheet per study or structure shall be prepared.
Additional costs for contingencies, such as minor items not normally computed, shall not
exceed five percent of the total cost.

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The structure studies shall be submitted for review. A meeting will be held to review the
structure studies and select the type of structure to be designed. Upon approval of the structure
type, the designer shall be authorized to proceed with the preparation of the Structure Layout
for Design (SL/D) Plans.

2.1.6 Rehabilitation Study Reports

A condition survey and rehabilitation study shall be prepared for each existing highway,
pedestrian and railway crossing. The report should consider the safety, historical significance,
serviceability, constructibility, economics and aesthetics of the proposed structure repairs or
improvements. For structures over waterways, the report should include the necessary
requirements listed in BDM [2.1.2 through 2.1.5]. The report shall be developed after careful
appraisal of the existing condition of the structure, the intent of the project such as roadway
widening or structure repairs, and highway limitations (including maintenance and protection
of traffic and environmental impacts) both present and future. Additional studies may be
requested if the original proposals are found to be unsuitable or inadequate.

The structure studies are to be prepared in a pamphlet form on letter size sheets. US Customary
units of measurement shall be used in all studies. The sheets are to be numbered and each
structure study is to be indexed. Construction costs shall be prepared for each alternate studied.
One complete quantity and cost estimate sheet per study or structure shall be prepared.
Additional costs for contingencies, such as minor items not normally computed, shall not
exceed five percent of the total cost.

The structure studies shall be submitted for review. A meeting will be held to review the
reports and select the desired rehabilitation plan for the structure to be designed. Upon
approval of the rehabilitation plan, the designer may be authorized to proceed with the
preparation of the Structure Layout for Design (SL/D) Plans.

2.1.7 Railroad Clearance Diagram

The Designer shall develop a “Railroad Clearance Diagram” and an “Approval of Railroad
Clearance” form for approval by the railroad and the CTDOT. See BDM [Division 2] for
examples of the clearance diagram and approval form.

2.1.8 Structure Layout for Design Plans

Upon approval of the structure type studies or the Rehabilitation Study Report, and following
notification authorizing the start of the final design phase, the designer shall prepare Structure
Layout for Design (SL/D) Plans for all bridges, box culverts and retaining walls.

The SL/D plans should be prepared on full size sheets. US Customary units of measurement
shall be used in all plans. All details shall be drawn to scale. Extraneous information not
relevant to the construction of the structure should not be shown on the plans. This includes
miscellaneous topographic information such as trees, shrubs, signs, utility poles and other
items that are detailed on the highway plans.

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The SL/D plans shall contain the following:

a. Site Plan - A plan showing the location of the structure and approaches, topographical data
including original and final contours, adjacent ramp and intersecting roadways and channels,
if any, etc.

b. General Plan - A “Structure Plan” showing baseline stationing, controlling horizontal

dimensions, span lengths, skew angle and clearances for the structure and approaches.

Projected below the “Structure Plan” should be an “Elevation” view showing the proposed
structure with controlling dimensions and clearances, footing elevations, foundations, pertinent
water and rock elevations, etc.

A typical cross section of the structure showing lane and shoulder arrangements, sidewalks if
required, bridge railings, member spacing, slab thickness, and other pertinent details. For box
culverts, this cross section shall show the number and size of the cells and type of construction,
precast or cast-in-place.

The “General Plan” should also include a table of “Transportation Dimension and Weight” in
accordance with BDM [1.3] and the “Notice to Bridge Inspectors” block.

c. Boring Plan(s) - Borings shall be plotted in accordance with BDM [2.2.2.2].

d. Stage Construction Plans, if applicable.

e. Pier Plan(s) - A pier “Plan” and “Elevation,” if applicable, showing the proposed pier with
controlling dimensions, footing elevations, foundation, etc.

f. Additionally, architectural aspects of the structure shall be noted, on the SL/D plans, such
as bridge railing, pier and abutment configuration, surface treatment, etc.

The inspection access features, if required, should be shown on the Structure Layout for Design
(SL/D) Plans. The SL/D plans will be submitted to the Bridge Safety and Evaluation Unit for
review. The Bridge Safety and Evaluation Unit review should indicate one or more of the
following:

 No special inspection access features required.

 The inspection access features shown are adequate.
 Certain inspection access features shown are not required.
 The following additional inspection access features are required.

The designer shall submit the SL/D plans, along with a copy of the Soils and Foundations
Report for review and approval. Upon approval of the SL/D plans, the designer will be
authorized to proceed with the development of the final contract documents.

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2.1.9 Soil and Foundation Investigation

2.1.9.1 General

Subsurface exploration and testing programs shall be performed to provide pertinent and
sufficient information for the design of substructures and retaining walls. The subsurface
exploration and testing programs shall also provide pertinent and sufficient information for
the design and construction of temporary support elements (sheet piling, cofferdams,
soldier pile and lagging, etc.). The investigations shall conform to the CTDOT’s
Geotechnical Engineering Manual.

2.1.9.2 Soil and Foundation Reports

A Soils and Foundation Report shall be prepared for each structure in accordance with the
CTDOT’s Geotechnical Engineering Manual. The Report shall include any information
necessary for the proper design of all structural elements and components that may be
influenced by subsurface conditions. The Report should include, but not be limited to,
boring logs, excavation requirements, foundation recommendations, soil and rock
properties and capacities, axial and lateral pile capacities, design criteria, backfill and
drainage requirements, and related special provisions.

The Report shall be made entirely with US Customary units of measurement. The Report
shall be submitted for review and approval. A copy of the Report shall be submitted with
the Structure Layout for Design (SL/D) Plans.

2.1.10 Final Hydraulic Study and Scour Reports

Final Hydraulic Study and Scour Reports based on the selected structural type must be
prepared and submitted. The Final Hydraulic Study should address any concerns presented
during the Preliminary Hydraulic Study and should contain a Hydrology Section as approved
by the CTDOT in addition to the detailed hydraulic analysis. The hydraulic and scour data
should be tabulated on the plans

2.1.11 Final Plans for Review (Rev. 04/19)

As part of the “Final Plans for Review Submission,” the designer shall submit the following
structure related items. The actual number of copies required varies and must be coordinated
with the individual Project Engineer for the particular job:

 Final Plans for Review,

 Specifications,
 proposal estimates,
 Soils Report – Structure,
 Final Hydraulic Report,
 design computations,

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 load rating computations,

 quantity computations,
 structure costs with estimated steel weights (if applicable), and
 Final Scour Report.

The “Final Plans for Review” shall be complete. All bridge plans not prepared by the CTDOT
shall be signed by the responsible party from the Consultant Engineer or the Municipality.

Incomplete submissions of plans, specifications or other data required for the Final Plans for
Review Submission will not be accepted. The structural material submitted and the design of
the same should be well coordinated with the roadway and utility plans and shall satisfy the
needs of maintenance and protection of traffic.

The “Final Plans for Review” for structures incorporating special features to facilitate
inspection and items requiring special attention will be submitted to the Bridge Safety &
Evaluation Unit for review. They will indicate whether these features are adequate for future
inspection and return the plans with comments or signify that the plans are satisfactory.

2.1.12 Incorporation of Review Comments

The various submissions will be reviewed and the review comments will be forwarded to the
designer. All comments received shall be incorporated into the design prior to the next
submission or mutually resolved. Written responses to all comments are desired.

2.1.13 Final Submission (Rev 04/19)

Upon completion of the review of the “Final Plans for Review,” all plans, specifications and
cost estimates that require modifications will be returned to the designer for incorporation of
the review comments.

2.2 REQUIREMENTS FOR FINAL CONTRACT DOCUMENTS

2.2.1 General

The contract documents include the Final Plans and Specifications necessary to complete the
contemplated construction work for a project.

US Customary units of measurement shall be used in all plans and specifications. All layout
dimensions and elevations shall be given as decimal dimensions in feet. The following note
shall be placed in the General Notes:

When dimensions are given to less than three decimal places,

the omitted digits shall be assumed to be zeros

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Detail dimensions (those not normally measured by the surveyors) should be given in feet and
inches.

2.2.2 Final Plans

The final plans should be prepared on full size sheets. All details shall be drawn to scale. Plans
for individual bridges shall be self-contained sets. On large projects with multiple retaining
walls or resurfacing projects with numerous bridges, these structures may be combined into
one set of plans for efficiency of detailing.

The designer shall prepare final contract plans for all structures. The use of a “Limited
Investigation Disclaimer” should be limited only to sheets pertaining to estimated quantities,
borings, and substructure components.

Existing structures (houses, garages, storage tanks, etc.), which will be demolished before the
project is constructed, shall not be indicated on the structure plans. The location of the existing
foundation should be noted on the contract drawings. Any existing drainage facilities that are
in conflict with footings, retaining walls, etc. should be shown on the plans.

The use of the word “by others” on the contract plans is considered unacceptable. Such
reference, especially when it refers to utility companies should state the name of the company
responsible for the completion of the work.

For bridges on a horizontal curve, basic layout information shall be shown as described in
BDM [Division 3].

All final plans shall be submitted to the CTDOT in “MicroStation” digital CADD format.
Specific requirements and materials, such as level symbology and seed files, are available from
the CTDOT.

2.2.2.1 Presentation of Drawings

The following is the recommended order for the presentation of structure plans and
generally follows the order of construction:

 General Plan (one or two sheets),

 Layout Plan (if required),
 Boring Logs,
 Stage Construction Plans,
 Foundation Plans,
 Abutment and Wingwall Plans,
 Pier Plans (if required),
 Framing Plans,
 Beam and Girder Details,
 Bearing Details,
 Slab Plans,

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 Slab and Approach Slab Details,

 Joint Details,
 Metal Bridge Rail Detail Sheet (if required),
 Pedestrian Railing or Bicycle Railing Detail Sheet (if required),
 Protective Fence Detail Sheet (if required),
 Deck Drainage Details (Scuppers and Piping if required),
 Electrical Detail Sheet,
 Utility Sheets (if required), and
 Existing Structure Plans (if required).

2.2.2.2 Boring Logs

The boring logs shall be in US Customary units of measurement and shall be shown on the
plans. The format of the boring logs plotted on the plans shall be identical to the format of
the CTDOT’s standard boring log forms. A list of boring log abbreviations used for
describing the soil and rock, such as colors, textures, properties, and types, shall also be
shown on the plans.

2.2.2.3 Quantities (Rev. 04/19)

Quantities shall be tabulated and shown on the “Detailed Estimate Sheet” only.

2.2.2.4 Transportation Dimensions and Weights

The maximum transportation lengths, widths and height of bridge members along with the
maximum transportation weight must be shown on the “General Plan.” The following is a
sample of the information required:

Member Shipping Length Shipping Height Shipping Width Shipping Weight

G-1 115 ft 9 ft 10 ft 118,000 lbs

2.2.2.5 High, Low, & Flood Water Elevations

For structures over tidal waterways, the “General Plan” shall indicate the mean high water
and mean low water elevations. For structures over non-tidal waterways, the plans shall
indicate the watershed area, the magnitude, frequency and the water surface elevation for
the design flood, as well as the normal water surface elevation.

2.2.2.6 Quantity Disclaimer Note

The following note must be placed on those Structure Sheets that contain estimated
quantities, boring and substructure components:

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The information, including estimated quantities of work, shown on these

sheets is based on limited investigation by the State and is in no way
warranted to indicate the true conditions of actual quantities or distribution
of quantities of work which will be required.

2.2.2.7 Notice to Bridge Inspector

The designer shall note on the General Plan any item that would require special attention,
such as fracture critical members, during inspection of the structure. This information shall
be contained in the “Notice to Bridge Inspectors” block as shown in BDM [Division 2].

2.2.2.8 Coordinate Tabulation

The designer shall tabulate coordinates on each set of bridge plans for structures on a
horizontal curve. These coordinates shall be tied into the Connecticut Coordinate Grid
System. Coordinates shall be tabulated for the following:

 locations of working points,

 ends of wingwalls,
 ends of slabs,
 ends of approach slabs, and
 intersections of the centerlines of bearings at the abutments and piers with:
• construction centerlines,
• baselines,
• points of application of grade,
• gutterlines, and
• centerlines of stringers.

2.2.2.9 Beam or Girder Lengths

The horizontal lengths of beams or girders measured center to center of bearings along the
centerline of the member shall be shown on the plans.

2.2.2.10 Utility Locations (Rev. 04/19)

All existing underground utilities, including drainage facilities, in the vicinity of the
construction must be shown on the General Plan and on all foundation drawings. It is
imperative that utilities adjacent to but not actually within the excavation limits also be
shown since heavy equipment, pile driving or other deep foundation work may impact
them. The size, type, owner and location of the utility must be given.

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2.2.3 Specifications

2.2.3.1 Standard Specifications for Roads, Bridges, Facilities and Incidental

Construction

This is the category of specifications that is commonly referred to as the “Standard Specs.”
They are the basic construction specifications that describe and define the requirements of
those items of construction most commonly used in highway construction. These
specifications are in the charge of the “Standing Committee on Standard Specifications,”
otherwise known as the “Specifications Committee.”

Amendments, additions to, or deletions from this book are accomplished through
Committee action. The need for a particular action is usually brought to the attention of
the Committee by those intimately concerned with the particular specification.

These specifications undergo constant change as new methods, materials and technology
become available. The vehicle for accomplishing permanent change to a standard
specification is the Supplemental Specification discussed in the following section.

2.2.3.2 Supplemental Specifications (Rev. 04/19)

As previously stated, the Supplemental Specifications permanently add to, delete, or

otherwise revise the Standard Specifications. Prior to publishing and disseminating these
specifications, they must have been approved by the Specifications Committee and the
Federal Highway Administration.

The Supplemental Specifications are issued twice a year by the Specifications Committee,
containing all the current supplements and errata that have been issued since the acceptance
of the last set of Standard Specifications.

The Supplemental Specifications date that is to be referenced in the contract will be

associated with the Final Design Plans date.

The Supplemental Specifications may be considered part of the Standard Specifications.

When a new set of standard specifications is accepted, these are automatically
incorporated. Both the Supplemental Specifications and the Standard Specifications set
with the supplements merged into it are posted on the Department’s webpage.

2.2.3.3 Special Provisions

2.2.3.3.1 General (Rev. 04/19)

In those cases where neither the standard specification nor subsequent supplemental
specifications are found to be adequate, or where no specification exists, a special
provision must be prepared.

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The CTDOT has developed and maintains lists of standardized special provisions
known as “Owned Special Provisions.” The purpose of these special provisions is to
establish uniformity in the specification of materials and construction methods.

These “Owned Special Provisions” shall be inserted into the contract documents
unchanged. The designer is responsible for the correct application of the recurring
special provisions to each project. Should a change to an “Owned Special Provision”
be required, written permission from the listed owner must be obtained.

2.2.3.3.2 Contractor Designed Items

For all items requiring the Contractor to provide designs for permanent structural
features, special provisions shall be included in the contract requiring the Contractor to
provide PDF copies of all design plans. These PDFs shall conform to the CTDOT’s
standard format for structural design plans and shall be signed and sealed by a
Connecticut Professional Engineer.

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SECTION 3
LOADS AND LOAD FACTORS

TABLE OF CONTENTS

3.1 LOAD MODIFIER (LRFD [1.3.2])....................................................................................... 3-1

3.1.1 Ductility (LRFD [1.3.3]) ................................................................................................. 3-1
3.1.2 Redundancy (LRFD [1.3.4]) ........................................................................................... 3-1
3.1.3 Operational Importance (LRFD [1.3.5]) ......................................................................... 3-1
3.2 LOAD FACTORS AND LOAD COMBINATIONS (LRFD [3.4]) ..................................... 3-1
3.2.1 Load Factors and Load Combinations (LRFD [3.4.1])................................................... 3-1
3.2.2 Load Factors for Construction Loads (LRFD [3.4.2.1]) ................................................. 3-2
3.3 PERMANENT LOADS (LRFD [3.5]) .................................................................................. 3-2
3.3.1 Dead Loads ..................................................................................................................... 3-2
3.3.2 Overlay Allowance ......................................................................................................... 3-2
3.4 Construction Loads ................................................................................................................ 3-2
3.4.1 Construction Loads and Load Effects ............................................................................. 3-2
3.5 LIVE LOADS (LRFD [3.6]).................................................................................................. 3-3
3.5.1 Live Load ........................................................................................................................ 3-3
3.6 Earth pressures (LRFD [3.11]) .............................................................................................. 3-3
3.6.1 Lateral Earth Pressure ..................................................................................................... 3-3
3.6.2 Live Load Surcharge (LRFD [3.11.6.4]) ........................................................................ 3-3
3.6.3 Unbalanced Loads........................................................................................................... 3-3
3.7 FORCE EFFECT DUE TO SUPERIMPOSED DEFORMATIONS (LRFD [3.12]) ............ 3-3
3.7.1 Temperature Range for Procedure A .............................................................................. 3-3
3.8 EARTHQUAKE EFFECTS (LRFD [3.10]) .......................................................................... 3-4
3.8.1 General ............................................................................................................................ 3-4
3.8.2 Operational Classification (LRFD [3.10.5]) ................................................................... 3-4

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LOADS AND LOAD FACTORS

3.1 LOAD MODIFIER (LRFD [1.3.2])

3.1.1 Ductility (LRFD [1.3.3])

The ductility load modifier shall be no less than 1.0 for the strength limit state.

3.1.2 Redundancy (LRFD [1.3.4])

The design of non-redundant members or components is not permitted, unless approved in

writing by the CTDOT.

Single-cell box superstructures and single column piers shall be considered non-redundant.

The redundancy load modifier shall be no less than 1.0 for the strength limit state.

3.1.3 Operational Importance (LRFD [1.3.5])

The operational importance load modifier shall be no less than 1.0 for the strength limit state.

Commentary: The redundancy of members and components is addressed by the system factor
described in the MBE and included in the load rating of the bridge. The determination of the
operational importance load modifier requires the Operational Classification the bridge, see
BDM [3.8.2].

3.2 LOAD FACTORS AND LOAD COMBINATIONS (LRFD [3.4])

3.2.1 Load Factors and Load Combinations (LRFD [3.4.1])

For permanent bridges, the load factor for design vehicle live load for the Extreme Event I
limit state shall be 0.50.

For temporary works, such as jacking devices, falsework and shoring, the load factor for design
vehicle live load for the Strength I limit state shall be 1.35.

For temporary bridges that will be in service less than 3 years, the load factor for design vehicle
live load for the Strength I limit state shall be 1.35. For temporary bridges that will be in
service less than 3 years, the load factor for design vehicle live load for the Extreme Event I
limit state shall be 0.0.

Commentary: Temporary bridges shall be designed at the “operating level” for the design
vehicle live load.

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3.2.2 Load Factors for Construction Loads (LRFD [3.4.2.1])

When investigating load combinations for the Strength III limit state for load effects during
construction, the load factor for wind shall not be less than 1.0.

3.3 PERMANENT LOADS (LRFD [3.5])

3.3.1 Dead Loads

The unit weights used in computing dead loads shall be in accordance with AASHTO LRFD
[Table 3.5.1-1], amended as follows:

Table 3.3.1
Material Unit Load
Compacted sand, gravel, silt and clay1 kcf 0.125
Reinforced concrete or prestressed kcf AASHTO LRFD [Table 3.5.1-1] value
concrete plus 0.005
Bituminous concrete overlay, HMA kcf 0.155
overlay2

Commentary: (1) Includes typical items Pervious Structure Backfill, Granular Fill, and Subbase,
and in-situ soils. (2) Bituminous concrete (HMA) overlay unit weight accounts for increased
weight of aggregate typically used in CT.

3.3.2 Overlay Allowance

All vehicular bridges shall be designed to account for the load effects due to a bituminous
concrete/HMA overlay, including bridges detailed to be constructed without an initial overlay.

Commentary: For minimum overlay thickness, see BDM [8.2.1.2].

3.4 CONSTRUCTION LOADS

3.4.1 Construction Loads and Load Effects

All bridges shall be designed to account for construction loads and their effects to ensure the
adequacy of the structure during all phases of construction. Construction loads, including
dynamic effects, assumed in the design shall be shown on the contract documents.

Construction live load shall be no less than 0.050 ksf.

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3.5 LIVE LOADS (LRFD [3.6])

3.5.1 Live Load

For permanent bridges, both new and existing; bridges during all phases of construction; and
temporary bridges, the design vehicle live load shall be in accordance with LRFD [3.6.1.2.1].
In addition to the design vehicle live load specified in the LRFD, the load rating requirements
of BDM [1.2] shall be satisfied.

Live load effects shall be considered in the design of temporary works, such as jacking devices,
falsework and shoring, required for construction.

Commentary: The LRFD and the LRFR are design specifications and rating specifications,
respectively. Since not all bridge components are subject to load rating, vehicular bridges
should be designed by the LRFD and rated in accordance with BDM [1.2].

3.6 EARTH PRESSURES (LRFD [3.11])

3.6.1 Lateral Earth Pressure

For Pervious Structure Backfill, the effective angle of internal friction shall be taken as equal
to 35 degrees.

3.6.2 Live Load Surcharge (LRFD [3.11.6.4])

Permanent earth retaining structures shall be designed for a minimum surcharge loading
equivalent to 2 feet of soil. The load factor shall be in accordance with LRFD [3.4.1].

3.6.3 Unbalanced Loads

Structures with skewed end sections, such as concrete tunnels, integral or semi-integral
abutments, rigid frames, box culverts, etc., will require special consideration in the design and
sequence of backfilling in order to prevent cracking due to unbalanced loading. Backfilling
requirements shall be shown on the plans to mitigate the load effects due to unbalanced
backfilling.

Commentary: For permanent structures designed and built during construction, backfill
requirements should be included in the contract documents.

3.7 FORCE EFFECT DUE TO SUPERIMPOSED DEFORMATIONS (LRFD [3.12])

3.7.1 Temperature Range for Procedure A

The temperature ranges for cold climates shall be used for Procedure A in accordance with
LRFD [3.12.2.1].

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3.8 EARTHQUAKE EFFECTS (LRFD [3.10])

3.8.1 General

All conventional bridges, new and existing bridges being rehabilitated, shall be designed for
earthquake load effects in accordance with LRFD [3.10], except as noted below. Conventional
bridges have slab, beam, girder, box-girder, deck unit, and truss superstructures; have single
or multiple column piers, wall type piers or pile bents; and are founded on shallow or piled
footings or shafts.

 All existing conventional bridges in Seismic Performance Zone 1 and undergoing

major rehabilitation, such as bridge widening, superstructure replacement, deck
replacement, bearing replacement, shall be analyzed and designed for earthquake load
effects, unless specifically waived by CTDOT.

 All existing conventional bridges in other than Seismic Performance Zone 1 and
undergoing major rehabilitation shall be analyzed for earthquake load effects. Bridge
specific direction on how to address the results of the analysis will be provided by
CTDOT.

 All existing bridges undergoing minor rehabilitation, such as deck patching,

resurfacing and safety improvements need not be analyzed or designed for earthquake
load effects.

All non-conventional bridges, new and existing bridges being rehabilitated, shall be designed
for earthquake load effects as directed by the CTDOT. Non-conventional bridges include
bridges with cable-stayed, cable-suspended superstructures, bridges with truss towers or
hollow piers for substructures and arch bridges.

All buried structures described and listed in LRFD [C12.5.1], including associated end walls,
wing walls and head walls, need not be analyzed or designed for earthquake load effects, except
where they cross active faults.

The need to design retaining walls for the Extreme Event 1 limit state shall be determined in
accordance with LRFD [11.5.4.2].

3.8.2 Operational Classification (LRFD [3.10.5])

Critical and Essential Bridges are defined as those bridges that are:

1. On or over the following National Highway System (NHS) routes:

a. Eisenhower Interstate System

b. Other NHS Routes
c. Strategic Highway Network (STRAHNET) Routes and Connectors

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2. On designated emergency evacuations routes.

CTDOT does not make any performance distinction between Critical and Essential bridges.

Commentary: CTDOT bridge inspection reports include the following fields:

NBI 100 - indicates if the inventory route on the bridge is “on” or ”not on” a STRAHNET
route.
NBI 104 - indicates if the inventory route on the bridge is “on” or ”not on” the NHS.

Information on the STRAHNET system can be found on the following website:

https://www.fhwa.dot.gov/policy/2004cpr/chap18.cfm

A map of the National Highway System in Connecticut may be found on the following website:

https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/connecticut/ct_con
necticut.pdf

Additional information on the NHS can be found on the following website:

http://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/

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SECTION 4
STRUCTURAL ANALYSIS AND EVALUATION

TABLE OF CONTENTS

4.1 Structural Analysis ................................................................................................................. 4-1

4.1.1 Methods of Analysis [4.4]............................................................................................... 4-1
4.2 DISTRIBUTION OF LOADS TO SUPERSTRUCTURE COMPONENTS [4.6.2.2] ......... 4-1
4.2.1 Distribution of Loads on Butted Prestressed Box Members with Varying I .................. 4-1
4.3 Deflection Criteria and span-to depth ratios [2.5.6.2] ........................................................... 4-2
4.3.1 Criteria for Deflection ..................................................................................................... 4-2
4.3.2 Criteria for Span to Depth Ratios.................................................................................... 4-2
4.3.3 Railway Structures .......................................................................................................... 4-2

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STRUCTURAL ANALYSIS AND EVALUATION

4.1 STRUCTURAL ANALYSIS

4.1.1 Methods of Analysis [4.4]

All new, existing and temporary bridges, and bridges during all phases of construction, shall
be analyzed in accordance with LRFD [4.4]. Bridges with straight members and supports
skewed greater than 30 degrees, and bridges with horizontally curved girders shall be analyzed
by refined methods in accordance with LRFD [4.6.3]. For bridges with horizontally curved
girders meeting the requirements of LRFD [4.6.1.2.4b or 4.6.1.2.4c], members may be
analyzed as an individual straight girders.

Commentary: The requirements for the methods of analysis are consistent with the BLRM.

4.2 DISTRIBUTION OF LOADS TO SUPERSTRUCTURE COMPONENTS [4.6.2.2]

4.2.1 Distribution of Loads on Butted Prestressed Box Members with Varying I

If prestressed box members with different moments of inertia are used in the same
superstructure, the dead loads and pedestrian live load applied after the members are
interconnected, shall be distributed in proportion to each member’s moment of inertia
according to the following:

𝐼𝑘
𝐷𝐿𝑘 = 𝐷𝐿 𝑇𝑜𝑡𝑎𝑙 ∗
(𝐼1 + 𝐼2 + 𝐼3 + ⋯ 𝐼𝑛 )

Where:

𝐷𝐿𝑘 = 𝐷𝑒𝑎𝑑 𝑙𝑜𝑎𝑑 𝑜𝑛 𝑚𝑒𝑚𝑏𝑒𝑟 "𝑘"

𝐷𝐿 𝑇𝑜𝑡𝑎𝑙 = 𝑇𝑜𝑡𝑎𝑙 𝑑𝑒𝑎𝑑 𝑙𝑜𝑎𝑑𝑠, 𝑒𝑥𝑐𝑙𝑢𝑑𝑖𝑛𝑔 𝑚𝑒𝑚𝑏𝑒𝑟 𝑤𝑒𝑖𝑔ℎ𝑡, 𝑎𝑝𝑝𝑙𝑖𝑒𝑑 𝑡𝑜

𝑡ℎ𝑒 𝑠𝑢𝑝𝑒𝑟𝑠𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑒, 𝑠𝑢𝑐ℎ 𝑎𝑠 𝑑𝑒𝑐𝑘, 𝑠𝑖𝑑𝑒𝑤𝑎𝑙𝑘𝑠, 𝑟𝑎𝑖𝑙𝑖𝑛𝑔𝑠, 𝑝𝑎𝑟𝑎𝑝𝑒𝑡𝑠,
𝑜𝑣𝑒𝑟𝑙𝑎𝑦, 𝑒𝑡𝑐.

𝐼𝑘 = 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑖𝑛𝑒𝑟𝑡𝑖𝑎 𝑜𝑓 𝑚𝑒𝑚𝑏𝑒𝑟 "𝑘"

(𝐼1 + 𝐼2 + 𝐼3 + ⋯ 𝐼𝑛 ) = 𝑇𝑜𝑡𝑎𝑙 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑖𝑛𝑒𝑟𝑡𝑖𝑎 𝑜𝑓 𝑎𝑙𝑙 𝑚𝑒𝑚𝑏𝑒𝑟𝑠

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4.3 DEFLECTION CRITERIA AND SPAN-TO DEPTH RATIOS [2.5.6.2]

4.3.1 Criteria for Deflection

For all highway and pedestrian bridges, the criteria for deflection in LRFD [2.5.2.6.2] and
[3.6.1.3.2] is mandatory.

4.3.2 Criteria for Span to Depth Ratios

For all highway and pedestrian bridges, the criteria for span to depth ratios in LRFD [2.5.2.6.3]
is mandatory.

4.3.3 Railway Structures

The analysis and design of members and components for railway structure shall be in
accordance with the AREMA.

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SECTION 5
ABUTMENTS, PIERS AND WALL

TABLE OF CONTENTS

5.1 GENERAL ............................................................................................................................. 5-1

5.1.1 Abutments ....................................................................................................................... 5-1
5.1.2 Piers................................................................................................................................. 5-1
5.1.3 Walls ............................................................................................................................... 5-1
5.1.4 Foundations ..................................................................................................................... 5-2
5.2 IDENTIFICATION NUMBERS ........................................................................................... 5-2
5.3 EXCAVATION ..................................................................................................................... 5-3
5.3.1 General ............................................................................................................................ 5-3
5.3.2 Construction Requiring Cofferdam and Dewatering ...................................................... 5-3
5.3.3 Construction in the Dry ................................................................................................... 5-4
5.4 EXPANSION, CONTRACTION AND CONSTRUCTION JOINTS .................................. 5-4
5.5 DAMPPROOFING ................................................................................................................ 5-4
5.6 BACKFILL REQUIREMENTS ............................................................................................ 5-5
5.6.1 General ............................................................................................................................ 5-5
5.6.2 Backfill Limits ................................................................................................................ 5-5
5.7 SUBSURFACE DRAINAGE (Rev. 04/19) ........................................................................... 5-5
5.7.1 General ............................................................................................................................ 5-5
5.7.2 Weepholes and Bagged Stone ......................................................................................... 5-5
5.7.3 Underdrains and Outlets (Rev. 04/19)............................................................................. 5-5
5.7.4 Subsurface Drainage Selection Criteria .......................................................................... 5-6
5.7.4.1 Full Height Abutments ............................................................................................. 5-6
5.7.4.2 Perched Abutments .................................................................................................. 5-6
5.8 APPROACH SLABS (Rev. 04/19) ........................................................................................ 5-6
5.9 SLOPE PROTECTION ......................................................................................................... 5-7
5.9.1 Selection Criteria ............................................................................................................ 5-7
5.9.2 Limits of Slope Protection .............................................................................................. 5-7
5.9.3 Inspection Shelf .............................................................................................................. 5-7
5.10 SURFACE TREATMENTS ................................................................................................ 5-8
5.10.1 General .......................................................................................................................... 5-8

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5.10.2 Form Liners................................................................................................................... 5-8

5.10.3 Simulated Stone Masonry ............................................................................................. 5-8
5.10.4 Stone Veneer ................................................................................................................. 5-9
5.11 REQUIREMENTS FOR ABUTMENTS ............................................................................ 5-9
5.11.1 General .......................................................................................................................... 5-9
5.11.2 Gravity and Counterfort Abutments ............................................................................. 5-9
5.11.2.1 Steel Girder and Concrete Bulb Tee and Box Girder Bridges ............................... 5-9
5.11.2.2 Butted Deck Unit and Box Beam........................................................................... 5-9
5.11.3 Integral Abutments...................................................................................................... 5-10
5.11.3.1 Fully Integral Abutments ..................................................................................... 5-10
5.11.3.2 Semi-Integral Abutments ..................................................................................... 5-10
5.12 REQUIREMENTS FOR PIERS ........................................................................................ 5-10
5.12.1 General ........................................................................................................................ 5-10
5.12.2 Wall Piers .................................................................................................................... 5-11
5.12.3 Open Column Bents .................................................................................................... 5-11
5.12.4 Multiple Column Piers ................................................................................................ 5-12
5.12.5 Single Column Piers ................................................................................................... 5-12
5.12.6 Protection from Adjacent Traffic ................................................................................ 5-12
5.13 REQUIREMENTS FOR WALLS ..................................................................................... 5-12
5.13.1 General ........................................................................................................................ 5-12
5.13.2 Wall Selection Criteria ................................................................................................ 5-13
5.13.2.1 Walls < 8 Feet (Measured from Front Grade to Back Grade) ............................. 5-13
5.13.2.1.1 Embankment Walls ....................................................................................... 5-13
5.13.2.1.2 Cast-in-Place Walls ....................................................................................... 5-13
5.13.2.2 Walls > 8 Feet (Measured from Front Slope to Back Slope) ............................... 5-14
5.13.2.2.1 Walls < Than 5,000 ft2 of Vertical Face Area (Measured to Bottom of Footing)
........................................................................................................................................ 5-14
5.13.2.2.2 Walls > 5,000 ft2 of Vertical Face Area ........................................................ 5-14
5.13.2.3 Architectural Treatments ..................................................................................... 5-15
5.13.2.4 Large Anticipated Settlements and Liquefaction ................................................. 5-15
5.13.2.5 Walls Supporting Roadways ................................................................................ 5-15
5.13.2.6 Multiple Walls in Same Project ........................................................................... 5-16
5.13.2.7 Pre-Construction Procedures ............................................................................... 5-16
5.13.3 Requirements for Cast-in-Place Non-Proprietary Walls............................................. 5-16
5.13.3.1 Flared Type Wingwalls and Retaining Walls ...................................................... 5-16

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5.13.3.2 U-Type Wingwalls with Sidewalks ..................................................................... 5-16

5.13.3.3 U-Type Wingwalls with Sloped Curb.................................................................. 5-16
5.14 REQUIREMENTS FOR FOUNDATIONS ...................................................................... 5-16
5.14.1 Structures over Waterways ......................................................................................... 5-16
5.14.1.1 Scour Evaluation Studies ..................................................................................... 5-17
5.14.1.1.1 New Bridges over Waterways ...................................................................... 5-17
5.14.1.1.2 Reconstructed or Rehabilitated Bridges........................................................ 5-18
5.14.1.2 Scour Countermeasures ....................................................................................... 5-18
5.14.2 Spread Footings on Soil (Rev. 01/09) ......................................................................... 5-19
5.14.3 Foundations on Rock .................................................................................................. 5-19
5.14.4 Driven Piles (Rev. 01/09) ............................................................................................ 5-19
5.14.5 Drilled Shafts .............................................................................................................. 5-22
5.15 EARTH RETAINING SYSTEMS AND COFFERDAMS (Rev. 01/09) .......................... 5-22
5.15.1 Highway Applications (Rev. 01/09) ............................................................................ 5-22
5.15.1.1 Permanent Steel Sheet Piling (Rev. 01/09) .......................................................... 5-22
5.15.1.2 Temporary Earth Retaining Systems (Rev. 01/09) .............................................. 5-22
5.15.2 Railroad Applications (Rev. 01/09)............................................................................. 5-23
5.15.2.1 Permanent Steel Sheet Piling (Rev. 01/09) .......................................................... 5-23
5.15.2.2 Temporary Earth Support Systems (Rev. 01/09) ................................................. 5-23
5.15.3 Water-Handling-Cofferdams and Temporary Water Redirection (Rev. 01/09).......... 5-24
5.15.3.1 Structure Excavation (Complete) (Rev. 07/04) .................................................... 5-24
5.15.3.2 Handling Water (Rev. 07/04) ............................................................................... 5-24
5.15.3.3 Cofferdam and Dewatering (Rev. 07/04) ............................................................. 5-25

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ABUTMENTS, PIERS AND WALL

5.1 GENERAL

5.1.1 Abutments

An abutment supports the end of a bridge span, provides lateral support for approach roadway
fill and supports the approach roadway and approach slab. Abutments may be described by
their location relative to the approach embankments.

A stub (embankment) abutment is located at or near the top of the approach fill. A partial
depth abutment is located approximately mid-depth of the front slope of the approach
embankment. A full depth (shoulder) abutment is located at the approximate toe of the
approach embankments.

Abutment types shall be selected considering structure aesthetics, foundation

recommendations, structure location, and the loads it must transmit to the foundation. For
structures over waterways, the abutment type and location should also be specified with
consideration to hydraulic conditions at the site. Wherever possible, use stub (embankment)
abutments for structures over waterways.

The acceptable abutments types include non-proprietary systems such as gravity walls,
cantilever walls, counterfort walls and integral abutments. Preference shall be given to integral
abutments. Abutments shall not be placed on fill supported by mechanically stabilized earth
walls or prefabricated modular walls, except for Geosynthetic Reinforced Soil-Integrated
Bridge Systems. Generally, for abutments and wingwalls founded on rock, where the footings
are exposed, the abutment and wingwalls shall be designed without a toe.

5.1.2 Piers

A pier provides intermediate support between the superstructure and the foundation. Pier types
shall be selected considering structure aesthetics, foundation recommendations, structure
location, and the loads it must transmit to the foundation. If possible, on large projects with
many piers, the type of pier shall be consistent throughout the entire project for reasons of
economy. The acceptable concrete pier types include wall piers, open column bents, multiple
column piers, and single column piers. The use of permanent steel pier bents is discouraged
due to future maintenance.

5.1.3 Walls

Walls should be used where the construction of a roadway or facility cannot be accomplished
with slopes. Walls can be classified as either retaining walls, or wingwalls. Wingwalls are
used to provide lateral support for the bridge approach roadway embankment. For bridges

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with long wingwalls that are parallel to the roadway, the wingwall shall be referred to as a
retaining wall and may receive a wall number.

Wingwalls shall preferably be U-type (parallel to the roadway). Flared wingwalls are
permitted where conditions warrant such as for hydraulic performance of waterway crossings.
The acceptable wingwall types include non-proprietary systems such as gravity walls,
cantilever walls and counterfort walls. Proprietary systems, such as mechanically stabilized
earth and prefabricated modular walls, shall only be used for retaining walls.

Retaining walls may be non-proprietary systems such as gravity walls, cantilever walls,
counterfort walls or tie-back walls, or may be proprietary systems such as mechanically
stabilized earth walls or prefabricated modular walls.

The tops of retaining walls shall not be determined by the exact fill slope but shall follow a
smooth unbroken line for a more pleasing appearance. This may require the use of vertical
curves, in which case elevations shall be given at 5 foot intervals.

5.1.4 Foundations

A foundation serves to transmit the forces acting on the abutments, piers, or walls into the
ground. Foundations are classified as either shallow or deep. A shallow foundation derives
its support by transferring load directly to soil or rock at a shallow depth. Spread footings are
shallow foundations. A deep foundation derives its support by transferring loads to soil or
rock at some depth below the structure by end bearing, adhesion or friction or both. Driven
piles, micropiles and drilled shafts are deep foundations.

Foundation type is generally based on the anticipated (structure) loads, underlying soil
conditions, scour potential, and site constraints along with the ease and cost of construction.

5.2 IDENTIFICATION NUMBERS

All abutments and piers shall be identified by numbers which start with the number “one” and
progress consecutively but separately in the direction of stationing of the roadway, such as,
Abutment 1, Pier 1, Abutment 2, etc.

All wingwalls shall be identified by a combination of a number and a letter (alphanumerical), such
as 1A or 1B. The number used must correspond to the abutment to which the wingwall is attached.
Looking up station, the letter “A” indicates the wingwall is on the left and the letter “B” indicates
the wingwall is on the right.

Retaining walls shall be identified by three numbers that start at 101 and progress consecutively
in the direction of stationing of the roadway, such as Retaining Wall 101, Retaining Wall 102.
Parallel walls along both edges of roadway beginning at the same station are to follow wingwall
rules. These numbers may designate a proprietary wall, a proprietary embankment wall, a cast-in-
place wall or a soil nail wall. A table shall be provided in the contract identifying the relationship
between the wall number, type and site number of the wall, and location as in the following:

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RETAINING DESCRIPTION LOCATION

WALL NUMBER
101 Embankment Wall – Site 1 Station 10+00 to 12+50
102 Retaining Wall – Site 2 Station 25+50 to 32+50
103 Cast-in-place – Site 3 Station 70+00 to 72+50
104 Retaining Wall – Site 4 Station 80+00 to 82+50

5.3 EXCAVATION

5.3.1 General

Contract items for structure excavation, unless the work is included under other items, are
required for the removal of all material of whatever nature necessary for the construction of
foundations for bridges, box culverts, retaining walls and other structures. The items specified
in the contract depends on the type of material removed, earth or rock, and whether or not
separate payment will be made for the work related to cofferdams and dewatering.

On any project where only some of the structures and/or their components require cofferdams
and some do not, a combination of structure excavation items shall be shown in the contract.
The contract for the structures and components requiring “Cofferdam and Dewatering” shall
clearly delineate the pay limits and the limits of the cofferdam.

5.3.2 Construction Requiring Cofferdam and Dewatering

A cofferdam is a structure that retains water and soil that allows the enclosed area to be pumped
out and excavated dry to permit construction.

At water crossings, where structures or their components are located partially or wholly in the
water and the bottom of the footing is below water level, or where a considerable flow or
concentration of water is present that cannot be diverted, partly or wholly, from the site, the
contract shall include the following item:

ITEM NAME PAY UNIT

Cofferdam and Dewatering L.F.

The hydraulic design of the cofferdam should be done in accordance with the Drainage
Manual.

The contract shall also include either one or both of the following items, as required for the
type of material removed:

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ITEM NAME PAY UNIT

Structure Excavation – Earth
(Excluding Cofferdam and Dewatering) C.Y.
Structure Excavation – Rock
(Excluding Cofferdam and Dewatering) C.Y.

Where underwater (tremie) concrete may be used to seal the bottom of a cofferdam to allow
dewatering, the weight of the tremie concrete, adjusted for buoyancy, shall be added to pile
and foundation loads for design purposes.

5.3.3 Construction in the Dry

Where structures or their components are to be constructed in the dry or where water may be
temporarily directed away from an excavation, eliminating the need for a cofferdam, the
contract shall also include either one or both of the following items, as required for the type of
material removed:

ITEM NAME PAY UNIT

Structure Excavation – Earth (Complete) C.Y.
Structure Excavation – Rock (Complete) C.Y.

The temporary redirection of water or water courses, either partially or wholly, from an
excavation or site, must be coordinated with hydraulic studies and DEEP, Federal and State
permit submittals. At the sites where water is directed away from an excavation, the following
item shall be included in the contract.

ITEM NAME PAY UNIT

Handling Water (Site No. ) L.S.

5.4 EXPANSION, CONTRACTION AND CONSTRUCTION JOINTS

Expansion and contraction joints in concrete abutment and wall stems shall be provided in
accordance with LRFD. Construction joints shall be placed as conditions warrant. Construction
joints other than those shown in the contract require prior approval from the Engineer. Expansion
or contraction joints should not be provided in footings. Footings for abutments and walls should
be continuous including any steps provided.

No reinforcement shall pass through expansion and contraction joints. Reinforcement shall pass
through construction joints.

5.5 DAMPPROOFING

The rear face of cast-in-place and precast abutments and wall stems shall be damp- proofed.

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5.6 BACKFILL REQUIREMENTS

5.6.1 General

Unless otherwise directed, all abutments, wingwalls and retaining walls shall be backfilled
with Pervious Structure Backfill to the limits described below. Pervious Structure Backfill is
a clean, granular soil. For design purposes, the effective angle of internal friction shall be
taken as equal to 35 degrees.

5.6.2 Backfill Limits

Indicate a wedge of Pervious Structure Backfill above a slope line starting at the top of the heel
and extending upward at slope of 1:1½ (rise to run) to the bottom of the subbase. In cut
situations, the following note, with a leader pointing to the slope line, shall be placed in the
contract:

Slope line except where undisturbed material obtrudes within this area.

5.7 SUBSURFACE DRAINAGE (Rev. 04/19)

5.7.1 General

Subsurface drainage shall be accomplished with the use of weepholes extending through the
wall stems, or underdrains placed along the wall stems. Subsurface drainage for proprietary
retaining walls shall conform to the owned special provisions governing their design and
construction.

5.7.2 Weepholes and Bagged Stone

Except for structures placed on embankments, 4 inch diameter weepholes, sloped 1:8 (rise to
run), shall be placed approximately 1 foot above the finished grade at the front face of the wall
stem. For structures placed on embankments, the weepholes shall be extended through the
slope with an outlet. Weepholes shall not drain onto adjacent sidewalks. Weepholes should
be spaced at approximately 8 to 10 foot intervals unless conditions warrant a closer spacing.
The spacing and invert elevations of the weepholes shall be shown in an elevation view.

The cost of furnishing and installing weepholes is included in the cost of the concrete. Bagged
Stone is paid under “Pervious Structure Backfill”.

5.7.3 Underdrains and Outlets (Rev. 04/19)

Underdrains shall have a 6 inch nominal diameter, perforated and placed at the base of the stem
and sloped a minimum of 1%. Underdrains shall be either connected to the roadway drainage
or to a free outlet. The location and limits of the underdrain shall be shown in plan view. The
invert elevations shall be shown in an elevation view. Outlets for underdrains shall consist of

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pipe laid in a trench and refilled with earth. The size and type of outlet pipe shall be the same
as that of the underdrain to which it is connected, except that it shall not be pervious to water.

Underdrains shall be paid for under the item “6 inch Structure Underdrain”. Outlets shall be
paid under “6 inch Outlets for Underdrain”. When an underdrain is connected to the roadway
drainage, the pipe beyond the face of the wall stem or the end of the wall shall be shown in the
contract to be included in the roadway items, and should be coordinated with the roadway
designer.

5.7.4 Subsurface Drainage Selection Criteria

5.7.4.1 Full Height Abutments

At abutments in cut situations, either an underdrain or weepholes may be used with the
latter being preferred. Weepholes should be used at abutments located on fills. When there
is a sidewalk in front of any abutment, an underdrain should be used. Where this type of
abutment is used at water crossings, drainage shall be provided by weepholes.

5.7.4.2 Perched Abutments

At abutments in wet cuts, an underdrain should be used. At abutments in dry cuts and fills,
extended weepholes should be used. If the total length of the extended weepholes exceeds
what’s required for underdrains, the latter is preferred.

For walls with a fully exposed face adjacent to a sidewalk, an underdrain should be used.
For walls with a fully exposed face not adjacent to a sidewalk, weepholes should be used.
For walls with a partially exposed face, an underdrain should be used.

5.8 APPROACH SLABS (Rev. 04/19)

Approach slabs shall be provided on all bridges carrying State highways. Approach slabs shall be
strongly considered on all bridges undergoing superstructure replacement and local road bridges.

Approach slabs should extend the full width of the roadway (including shoulders), have a standard
length of 16 feet and be 1.25 feet thick. Generally, approach slabs should follow the skew of the
bridge for skew angles up to 35 degrees. For skew angles greater than 35 degrees, the ends of the
approach slabs should be square to the roadway with a minimum length of 15 feet. Acute corners
of approach slabs and approach pavement should be squared off for a distance of five feet from
the gutter line. Approach slabs shall be anchored to the bridge abutment.

Approach slabs shall be constructed in accordance with BDM [6]. Approach slabs shall be covered
with a waterproofing membrane and a bituminous concrete overlay. All the material items used in
the construction of the approach slabs, including the overlay, shall be included in the structure
items and quantities.

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All elevations necessary for construction of the approach slabs shall be shown in the contract.
These elevations shall include the elevations at the point of application of grade line, the gutter
lines and at shoulder break lines at both ends of the approach slabs.

5.9 SLOPE PROTECTION

Provisions shall be made for protection of earth slopes in front of abutments on bridges over State
highways, local roads, railroads and waterways. The slope of the embankment in front of the
abutment shall be no steeper than 1:2 (rise to run).

5.9.1 Selection Criteria

The type of slope protection shall generally conform to the following criteria:

 Crushed Stone for Slope Protection shall be used under structures overpassing Interstate
highways, railroads and waterways. Protection between the edge of the shoulder and the
toe of the slope should be founded on a 6 inch granular fill base or geotextile. The limits
of this base should be shown in the contract and shall be include in the estimated structure
quantities.

 Concrete Block Slope Protection shall be used under structures overpassing State highways
and local roads. The block shall be anchored or mortared into place to prevent vandalism.
The use of granite block is not permitted due to its higher cost. Cast-in-place concrete is
not permitted due to cracking and settlement of existing installations.

 Abutment slope protection for bridges over waterways should be designed in accordance
with the procedures outlined in HEC-18 or successor documents as well as documents
referenced therein.

5.9.2 Limits of Slope Protection

The limits of slope protection shall cover the complete area, exclusive of sidewalks, from the
edge of the shoulder to the face of the abutment stem and transversely within lines parallel to
and 2 feet outside of the bridge rails.

5.9.3 Inspection Shelf

Provisions for inspection access (for bridge inspectors) shall be provided on all slopes. On
stems with exposed heights less than or equal to 5 feet, access shall be provided by a shelf at
the top of the slopes. On stems with exposed heights greater than 5 feet, access may be by a
shelf at the top of the slopes or ladder stops on the slope itself. The contract shall include
details of the intersection of the shelf and the slope along the wingwalls.

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5.10 SURFACE TREATMENTS

5.10.1 General

In general, abutments, piers and walls shall be faced with standard formed concrete. Surface
treatments other than standard formed concrete should only be considered in the following
situations:

 When the structure has been determined by the CTDOT to be architecturally or

historically significant.

 If there is a desire expressed for special surface treatments during the public involvement
process of the project. The basis for surface treatments should involve the character of
the area in which the wall is to be built. The use of special surface treatments should be
coordinated with the town or city administration.

 Where the structure is to be built on a designated State scenic highway.

 The structure is part of the Merritt Parkway. For these structures, every attempt should
be made to replicate the appearance and structure type that was originally built.

 The treatment of the structure is part of a right-of-way settlement with a property owner.
For instance, if a property has an existing stone wall that is to be removed and relocated,
the owner may request that the replacement wall also have a stone surface.

If special surface treatments are desired for a particular structure, every attempt should be made
to achieve architectural aesthetics by means of shape and form, not through surface treatments
alone. Surface treatments should generally be used in conjunction with the shape of the
structure.

5.10.2 Form Liners

When the use of surface treatments has been determined to be appropriate, the preferred
method is the use of concrete form liners. Form liners offer a lower cost alternative to stone
veneer. There is a wide variety of form liners available for different architectural treatments.
Linear corrugated form liners should be avoided since it is difficult to hide joint lines and form
tie holes. Form liners that replicate stone are preferred since the random nature of the surface
makes it easy to hide form tie holes.

5.10.3 Simulated Stone Masonry

In more sensitive areas, where the look of real stone is required, the use of simulated stone
masonry may be considered. Simulated stone masonry utilizes a flexible form liner system
and color stains or dry-colorant admixtures to provide the aesthetic appeal of natural stone with
the durability of reinforced concrete.

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5.10.4 Stone Veneer

The use of stone veneer on concrete should only be considered in very sensitive areas where
the increased cost can be justified. Stone veneer shall only be used with approval from the
CTDOT.

5.11 REQUIREMENTS FOR ABUTMENTS

5.11.1 General

The abutments shall be designed, unless otherwise noted, in accordance with the LRFD.

Generally, abutments shall be constructed of reinforced concrete. Cast-in- place footings and
stems shall be constructed in accordance with BDM [6].

5.11.2 Gravity and Counterfort Abutments

5.11.2.1 Steel Girder and Concrete Bulb Tee and Box Girder Bridges

Gravity, cantilever, and counterfort walls, with bridge seats, may be used for abutments.

Bridge seats shall be sloped with a minimum 2 inch draw from the front face of the
backwall and closed at the ends. When determining bridge seat widths, consideration shall
be given to superstructure jacking requirements as given in BDM [7.2.13] and the clear
distance requirements between the end bearing diaphragms and the front face of the
backwall as given in BDM [7.3.3.7]. On bridges constructed with box girders, the clear
distance from the end of the box girder to the face of the backwall should be no less than
two feet.

At the elevation of the bridge seat, the minimum dimension from the front face of the
abutment stem to the centerline of the bearings shall be 1.25 feet. The minimum backwall
thickness shall be 1.25 feet. Stem thicknesses may be less than the combined dimensions
of the bridge seat and backwall.

5.11.2.2 Butted Deck Unit and Box Beam

Gravity, cantilever and counterfort walls, with bridge seats, may be used for abutments.

Bridge seats shall be sloped to match the grade of beams. Provisions should be provided
on the contract plans to provide drainage at the low end of span.

At the elevation of the bridge seat, the minimum dimension from the front face of the
abutment stem to the centerline of the bearings shall be 9 inches. The minimum backwall
thickness shall be 1.25 feet. Stem thickness may be less than the combined dimensions of
the bridge seat and backwall.

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5.11.3 Integral Abutments

Integral abutments are defined as abutments that are cast integrally with the superstructure.
Integral abutments should be considered on all bridges, and especially where pile supported
foundations are required, since the use of integral abutments will greatly reduce the number of
piles and simplify the abutment details.

All integral abutment bridges shall be designed with full width approach slabs in order to
minimize surcharge loads and hydrostatic pressures. Integral abutments shall be designed with
U-Type wingwalls.

5.11.3.1 Fully Integral Abutments

Fully integral abutments are defined as abutments that are integral from the superstructure
through to the piles. In order to control the effects of the soil mass on the abutment, the
maximum height of the cast-in-place abutment shall be 8 feet.

The piles shall be placed in a single line and typically are oriented such that the weak axis
of the pile is parallel to the abutment face. For design purposes, the connection of the
superstructure to the substructure shall be modeled as a pinned connection. The piles shall
be designed for vertical forces only and adhere to the guidelines in HEC-18 and HEC-22.
The effects of thermal expansion, end rotation of the superstructure, and soil forces should
be neglected.

5.11.3.2 Semi-Integral Abutments

Semi-integral abutments are defined as abutments that are integral from the superstructure
through a portion of the abutment stem. Typically, a joint will be detailed in the abutment
stem. In order to control the effects of the soil mass on the abutment, the maximum height
of the integral portion of the cast-in-place abutment shall be 8 feet.

For design purposes, the connection of the superstructure to the substructure shall be
modeled as a pinned connection. The lower portion of a semi-integral abutment shall be
designed as a standard cantilever abutment with all vertical forces from the superstructure
transmitted to lower portion of the abutment.

5.12 REQUIREMENTS FOR PIERS

5.12.1 General

The piers shall be designed, unless otherwise noted, in accordance with the LRFD. Generally,
piers shall be constructed of reinforced concrete. While the design of steel pier caps is allowed,
they are discouraged. For additional information, see BDM [7]. Piers may be made integral
with the superstructure.

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Footings, concrete pier stems, columns, and pier caps shall be constructed in accordance with
BDM [6]. Post-tensioned concrete pier caps may require concrete with greater compressive
strengths.

All reinforcement in piers shall conform to BDM [6]. The concrete cover over the
reinforcement in pier footings, stems, columns, and pier caps shall be 3 inches.

Circular concrete columns are preferred over rectangular concrete columns. With circular
columns, spiral reinforcement is preferred over ties.

Cantilever concrete pier caps shall be post tensioned in order to eliminate cracking. The design
shall be based on zero tension in the top of the cap after all losses have occurred under all
loads.

The top surfaces of concrete piers and concrete pier caps shall have a transverse slope of 1:10
(rise to run). The slope shall be in both directions from the centerline to the face of the pier
with a minimum draw of 2 inches.

Drilling holes for anchor bolts will not be permitted in concrete pier caps for new structures.
Anchor bolts installed before the concrete is placed shall be set and held accurately by a
template. Anchor bolts to be set after the concrete is poured shall be set in forms that shall be
placed before the concrete is poured. The designer shall indicate in the contract which method
of setting anchor bolts is to be used.

For structures over waterways, the following criteria applies:

 Pier foundations on floodplains should be designed to the same elevation as pier

foundations in the stream channel if there is likelihood that the stream channel will shift
its location over the life of the bridge.

 Align piers with the direction of flood flows. Assess the hydraulic advantages of round
piers, particularly where there are complex flow patterns during flood events.

 Streamline piers to decrease scour and minimize the potential for the buildup of ice and
debris. Use ice and debris deflectors where appropriate.

5.12.2 Wall Piers

A wall pier consists of a solid wall that extends up from its foundation. Generally, wall piers
or wall piers combined with open bents should be considered at water crossings. Wall piers
offer minimal resistance to water and ice flows.

5.12.3 Open Column Bents

An open column bent consists of a pier cap beam and supporting columns in a frame-type
structure. Open column bents should be considered for wide overpasses at low skews.

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Open column bents founded on rock shall generally be designed with isolated footings while
open column bents founded on soil shall generally be designed with combined footings. When
these piers are founded on piles, they may be designed with either isolated or combined
footings.

5.12.4 Multiple Column Piers

A multiple column pier consists of an individual column supporting each beam or girder.
Multiple column piers should be considered for wide overpasses at low skews.

5.12.5 Single Column Piers

Single column piers are simple, easy to construct, require minimum space, and provide open
appearance to traffic. Single column piers may have a hammer head pier cap. Hammer head
piers should be considered for overpasses at high skews with tight alignment constraints. This
type of pier provides open appearance when supporting structures with long spans.

5.12.6 Protection from Adjacent Traffic

To limit damage to piers by vehicular traffic, crash walls shall be provided. The minimum
height of the wall shall be 42 inches, and shall be placed a minimum of 6 inches from the face
of the pier.

To limit damage to piers by railroad equipment, crash walls shall be provided in accordance
with AREMA. Extensions to crash walls may be required to satisfy site conditions. The top
surface of the crash wall shall have a transverse slope of 12:1.

5.13 REQUIREMENTS FOR WALLS

5.13.1 General

The following is a listing of appropriate retaining wall types that may be considered:

1. Non-Proprietary: Precast and Cast-In-Place Reinforced Concrete.

2. Proprietary: Prefabricated Modular Wall Systems.

Mechanically Stabilized Earth Walls (precast concrete).
Mechanically Stabilized Earth Embankment Walls (dry- cast
block).

A design is required for the non-proprietary walls only. The Contractor shall be responsible
for the structural/internal design of the proprietary walls. For projects where proprietary
retaining walls are included, the walls will be bid as a lump sum for each site. The designer
shall clearly define the horizontal, vertical, and transverse pay limits in the contract.

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The CTDOT maintains a list of approved proprietary retaining walls for each category listed
above. No other proprietary retaining walls will be allowed.

5.13.2 Wall Selection Criteria

The designer shall select the appropriate retaining walls for each site. The designer may need
to contact wall manufacturers to insure that each wall will be suitable at each site, and fit within
the available right-of-way. The following general criteria should be followed for the selection
of appropriate retaining walls:

5.13.2.1 Walls < 8 Feet (Measured from Front Grade to Back Grade)

5.13.2.1.1 Embankment Walls

Embankment walls are defined as mechanically stabilized earth structures faced with
dry cast concrete block that are less than 8 feet high and support an embankment.
Embankment walls are typically used to support earth only, not roadways or where
there is a potential for future underground utilities or drainage structures. The
mechanical strength of the wall comes from soil reinforcements comprised of either
geogrids or welded wire mesh.

Embankment walls are proprietary wall systems, and there are several approved
manufacturers of these types of walls. It is not necessary to design a cast-in-place
retaining wall as an alternate; however, the designer shall lay out the embankment wall
in the contract with at least the following information:

 Retaining wall plan view with all required dimensions, contours, property lines,
utilities, etc.

 Retaining wall elevation view showing top and bottom elevations, approximate
step locations, existing and finished grade, etc. Where required, the designer shall
also show the location of railings or fences required to be attached to the top of
the wall.

 Typical sections (schematic) of the wall showing pay limits and minimum
drainage requirements.

 Borings and soils information including the maximum allowable bearing pressure.

 Temporary Sheeting required for excavation.

5.13.2.1.2 Cast-in-Place Walls

For locations where embankment walls are not appropriate (in accordance with the
criteria listed above), a cast-in-place wall should be designed and detailed.

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At the discretion of the CTDOT, proprietary walls may also be allowed if the wall is
very long resulting in a large overall area. The designer shall provide the same
information for proprietary walls as required in BDM [5.13.2.2.1].

If the appearance of stone is desired, architectural form liners should be used. These
liners are significantly less costly than stone veneer. If there are multiple walls on a
project, the surface treatment shall be similar for each wall.

5.13.2.2 Walls > 8 Feet (Measured from Front Slope to Back Slope)

5.13.2.2.1 Walls < Than 5,000 ft2 of Vertical Face Area (Measured to
Bottom of Footing)

For this situation, a cast-in-place wall should be designed to be bid against the
proprietary walls. The Contractor may be able to build the cast-in-place wall with his
own forces at a lower cost. For these situations, the designer shall completely design
and detail the cast-in- place wall. For the proprietary retaining wall, schematic typical
cross sections combined with the cast-in-place details should be enough for the
proprietary wall manufacturers to design their walls.

The designer shall provide a list of the specific proprietary walls allowed for each site.
For instance, the designer may limit the selection based on the available right of way
at a site.

For mechanically stabilized earth walls with metallic soil reinforcements that are to be
built in areas of potential stray currents within 200 feet of the structure (for example:
an electrified railroad), a corrosion expert shall evaluate the potential need for corrosion
control requirements.

If the wall is required to be designed for seismic loads, it shall be stated in the notes for
the wall.

5.13.2.2.2 Walls > 5,000 ft2 of Vertical Face Area

For this situation, proprietary retaining walls will most likely be more economical;
therefore, a cast-in-place wall design should generally not be done except where site
conditions or soil constraints may require a cast-in-place wall. The designer shall
determine which proprietary retaining walls are appropriate for each site. The designer
shall also lay out the proprietary retaining walls in the contract with at least the
following information:

 A list of the specific walls allowed for each site. For instance, the designer may
limit the selections based on the available right of way at a site.

 Retaining wall plan view with all required dimensions, offsets, contours, property
lines, utilities, etc.

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 Retaining wall elevation view showing top and bottom elevations, approximate
footing step locations, existing and finished grade, etc. Where required, the
designer shall also show the location of railings or fences, light standard and/or
sign support anchorage locations, rigid metal conduit and junction boxes.

 Typical Sections (schematic) of the wall showing pay limits and minimum
drainage requirements. Specific details are not required for each wall
manufacturer, only for each wall type.

 All soils information normally used for the design of a cast-in-place wall shall be
shown in the contract, including but not limited to borings and allowable soil
bearing pressures.

 Temporary Sheeting required for excavation.

 If the wall is required to be designed for seismic loads, it shall be stated in the
notes for the wall.

 For mechanically stabilized earth walls with metallic soil reinforcements that are
to be built in areas of potential stray currents within 200 feet of the structure (for
example: an electrified railroad), a corrosion expert shall evaluate the potential
need for corrosion control requirements.

5.13.2.3 Architectural Treatments

If the appearance of stone is desired, architectural form liners should be used. These liners
are significantly less costly than stone veneer. Several of the proprietary retaining walls
can be built with form liners resembling stone. The designer should contact the approved
wall manufacturers for specifics about available form liners. Every effort should be made
to keep the surface treatment similar for all the wall types specified.

5.13.2.4 Large Anticipated Settlements and Liquefaction

If large settlements or liquefaction are anticipated that require a wall supported on piles, in
general, proprietary retaining walls should not be used. Even though these walls can
accommodate some settlement, the opening and closing of the joints would produce an
undesirable appearance. For these situations, a cast-in-place wall should be designed
supported on piles, or the proprietary retaining walls shall be detailed with pile supported
full width footings.

5.13.2.5 Walls Supporting Roadways

If the wall supports a roadway where there is a possibility of future underground utilities
and drainage structures, mechanically stabilized earth walls should not be used. This would

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not be the case for walls supporting limited access highways. If the utilities are extensive
or deep, it may not be possible to use the modular wall options either.

5.13.2.6 Multiple Walls in Same Project

If there are several retaining walls within the same project, the designer may wish to require
that all walls selected by the Contractor for the project be manufactured by the same wall
supplier. This is especially true for walls that are close together.

5.13.2.7 Pre-Construction Procedures

The designer should contact the wall companies for tall walls or walls with unusual
geometry to be sure that the proprietary walls will function at each site. This should be
done during the preliminary design phase of the project.

Prior to construction advertising, the designer should inform in writing each proprietary
wall company that they are listed as acceptable alternates in the contract. This will allow
them to obtain the contract in order to accomplish preliminary design during advertising
for the project. Part of this submission should include the anticipated advertising date.

5.13.3 Requirements for Cast-in-Place Non-Proprietary Walls

5.13.3.1 Flared Type Wingwalls and Retaining Walls

The stems of flared type wingwalls shall be 1.33 feet wide at the top, with the rear face
battered. The minimum batter shall be 10:1.

5.13.3.2 U-Type Wingwalls with Sidewalks

The top of the wingwall section shall conform to the parapet width for the full length. If a
batter is required, the rear face shall be vertical to approximately 12 inches below the
sidewalk.

5.13.3.3 U-Type Wingwalls with Sloped Curb

The top of the wingwall section shall conform to the parapet width for the full length. If a
batter is required, the rear face shall be vertical to approximately 12 inches below the
bottom of subbase.

5.14 REQUIREMENTS FOR FOUNDATIONS

5.14.1 Structures over Waterways

Substructures for bridges over waterways shall be designed to safely support the structure
subjected to the design scour. This policy is based upon the design guidelines contained within

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HEC-18 wherein it states that “Bridges should be designed to withstand the effects of scour
from a superflood with little risk of failing.”

5.14.1.1 Scour Evaluation Studies

All bridge scour evaluations shall be conducted with the procedures contained within the
Drainage Manual.

The following categories of reports are available:

Detailed (Level II) Bridge Scour Evaluations and Re-evaluation Reports – These are
comprehensive studies accomplished in conformance with the requirements of HEC-18
and the Drainage Manual.

Comparative Scour Reports – These studies were developed using data obtained from
Level II evaluations as a basis for determining the scour vulnerability of bridges having
similar characteristics. Comparative evaluations are not as detailed as Level II reports,
however they do provide NBIS ratings and the associated general scour classifications.

USGS Screening Reports - These studies, conducted by the U.S. Geological Survey, were
undertaken to identify low risk bridges and to prioritize the remaining structures for further
study. They are less detailed than either Level II Reports or Comparative Evaluations.

Based on the conclusions noted within these documents, all bridges over water have been
classified into one of three general categories, Low Risk (NBIS Item 113 Rating of 8 or 9),
Scour Susceptible (NBIS Item 113 Rating 4 or 5) or Scour Critical (NBIS Item 113 Rating
of 3 or below). The NBIS Item 113 rating of 7 is reserved for bridge locations at which
countermeasures have been installed to mitigate a previous scour problem. If the structure
is a clear span bridge (no piers) and if the countermeasures have been designed in
accordance with the procedures contained within HEC-23, the bridge may be considered
“low risk.” When countermeasures are placed adjacent to piers to correct a previous scour
condition, the bridge is classified as “scour susceptible.”

5.14.1.1.1 New Bridges over Waterways

Level II Scour Evaluations shall be performed for all new bridges over waterways
unless one or more of the following conditions apply:

 The bridge has been designed to span the entire floodplain for the superflood (500
year recurrence interval) or the critical design event is less than the 500 year
flood.

 The structure foundations will be set directly on sound bedrock.

 The abutment footings will be protected with riprap designed in accordance with
the methods outlined in the latest version of “Bridge Scour and Stream Instability

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Countermeasures” (HEC-23) or successor documents. The use of riprap as the

sole means of providing scour protection for new bridges is discouraged as noted
below.

5.14.1.1.2 Reconstructed or Rehabilitated Bridges

Generally, scour evaluations shall be performed for all bridges that are to be
reconstructed or rehabilitated where significant capital investment is involved and
where the bridge has been classified as scour susceptible or scour critical. A significant
capital investment correlates to the following improvement categories:

 Deck replacement
 Superstructure replacement or widening
 Modification or major repairs to substructure units

Scour evaluations shall not be required where structures to be reconstructed or

rehabilitated have been classified as low risk under the CTDOT’s Bridge Scour
Evaluation Program or for scour susceptible bridges which are not undergoing
substructure modification and have had countermeasures installed following a Level II
study.

Bridges which have been classified as scour susceptible or scour critical shall have
hydrologic, hydraulic and scour evaluations performed which are sufficiently detailed
to satisfy all applicable design and permitting requirements. If a detailed (Level II)
scour evaluation has already been performed, the designer shall modify the results of
this document as necessary to incorporate the “Modified Abutment Equations”
contained within the Drainage Manual. All necessary scour countermeasures for scour
susceptible or scour critical bridges shall be incorporated into the contract.

5.14.1.2 Scour Countermeasures

With regard to abutment or pier foundations, two basic approaches are available to the
designer, listed as follows in order of preference:

a) Design the foundation to resist the effects of scour from a superflood.

Foundations subjected to scour shall be designed with footings supported on piles,

footings founded on rock or deep footings (located below the maximum estimated
scour). Structural tremies (concrete poured under water which directly supports the
foundation loads) will be allowed in very limited situations, only where no other
solution is feasible, and only with the approval of the CTDOT. Preference for
foundations adjacent to or within waterways will be for pile supported footings or
direct foundations on rock. For pile foundations, the top of footing shall be set below
the sum of the long-term degradation and contraction scour.

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b) Protect the substructure units with riprap or similar armoring layers.

In general, the use of riprap to provide scour protection for new bridges is
discouraged and should be used only where it has been demonstrated that alternate,
preferred means of designing bridges to be safe from scour related failures are not
feasible. On bridge rehabilitation projects where the substructure is being repaired
and incorporated in the reconstruction of the bridge, riprap scour countermeasures
may be an effective solution for protecting the bridge from scour.

5.14.2 Spread Footings on Soil (Rev. 01/09)

The top of all footings in soil should be a minimum of 12 inches below the finished grade. The
bottom of all footings in soil shall not be less than 4 feet below, measured normal to the finished
grade.

Generally, the use of footing keys to develop passive pressure against sliding is not allowed.
The use of passive earth pressure along the sides of foundations to prevent sliding is also not
allowed. Resistance from sliding shall be attained through friction between the foundation and
the supporting material.

The contract shall show the following:

 The maximum design foundation pressure for the controlling Strength and Service Limit
States.

Maximum Design Foundation Pressure = 3.2 TSF (Strength I)

2.8 TSF (Service I)
 If applicable, also show the maximum design foundation pressure for the Extreme
Event Limit State.

Maximum Design Foundation Pressure = 3.6 TSF (Extreme Event II)

5.14.3 Foundations on Rock

Generally, for cast-in-place construction, gravity-type or semi-gravity L-type sections shall be

used for abutments, wingwalls and retaining walls founded on rock. There is no minimum
embedment for footings placed on competent rock. Generally, structural underwater concrete
is not permitted.

5.14.4 Driven Piles (Rev. 01/09)

Piles may be either end bearing or friction or a combination of the two. Piles end bearing on
bedrock or dense hardpan typically are steel H-piles. Piles driven through a high compacted

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fill or into native soil containing numerous boulders and cobbles shall be steel H-piles.
Generally, H-piles shall conform to the requirements of ASTM A709 Grade 50. Friction piles
shall be used for most other cases. Generally, friction piles are precast concrete, cast-in-place
concrete or prestressed concrete. Timber piles are not permitted.

Piles may be installed vertical or battered. The path of battered piles should be checked to
insure the piles remain within the right of way and do not interfere with piles from adjacent
and existing substructure units, nor conflict with temporary sheeting or cofferdams.

Pile foundations supporting abutments shall have a minimum of two rows of piles, unless the
piles are incorporated into a fully integral abutment. Piles shall be anchored to and embedded
in the footings a minimum of 12 inches.

Maximum pile spacing and maximum nominal resistance per pile should be utilized to
minimize the number of piles. The lateral resistance of a pile pattern is the combination of the
lateral component of the force acting on the battered piles and the lateral resistance of each
pile, vertical and battered, in the pattern.

Test piles are typically required to establish pile order lengths and pile capacity for friction
piles. If pile driving records and pile load test data are available for a site (e.g. a bridge
widening where the same pile type is proposed), specifying the pile order length in the contract
may be considered. Test piles with dynamic monitoring will still be required to establish the
ultimate pile capacity. Static pile load tests may also be considered.

Pile order lengths for end bearing piles on bedrock should be provided in the contract when
there is confidence in the subsurface profile. If a test pile(s) is being considered to establish
order lengths for end bearing piles on bedrock, the benefit of the refined pile order length shall
be weighed against the time required to obtain the production piles. Test piles with dynamic
monitoring and/or static load tests may still be required to establish the ultimate pile capacity.
The need for test piles is evaluated by the geotechnical engineer and should be included in the
Geotechnical Report.

Readily available pile types should be used whenever possible; especially if the order length
cannot be established until after test piles are driven. The location of test piles and load tests
should be in areas that are readily accessible, and allow enough room for the Contractor to
perform the work. A preconstruction test pile program may be considered on large projects
where a benefit can be realized by establishing pile type(s) and pile capacity during the design
phase.

If no test piles are specified for a given substructure, the estimated pile length shall be used as
the pile order length. For these cases, the estimated pile length should be increased slightly to
insure there is sufficient length.

The top of all footings should be a minimum of 12 inches below the finished grade. The bottom
of all pile caps shall not be less than 4 feet below, measured normal to the finished grade.

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For H-piles, pile point reinforcement and splices shall be prefabricated. The contract shall
specify that the Contractor is required to submit pile point reinforcement and splice details to
the Engineer for review and approval.

This following note shall be included on the contract drawings:

Prior to driving the piles, the Contractor shall submit to the Engineer for review
and approval his method and sequence of pile driving.

The pile plan(s) included in the contract drawings shall show or note the following:

 A legend denoting vertical, battered and test piles.

 The number, location and length of test piles, if applicable.

 The location of load test pile(s), if applicable.

 The location of dynamic monitoring (pda) pile(s), if applicable.

 The number, location and estimated length for vertical and battered production piles. If
no test pile is specified or if the estimated pile length is intended to be used as the order
length, the following note shall be included:

The estimated pile length(s) is to be used as the pile order length.

 Material designation of piles, including pile point reinforcement and splices.

 The maximum design pile load for the controlling Strength and Service Limit States
for each foundation section.

Maximum Design Pile Load = 57 Tons (Strength I)

55 Tons (Service I)

If applicable, also show the maximum design pile load for the Extreme Event Limit
State.

Maximum Design Pile Load = 67 Tons (Extreme Event II)

 The ultimate pile capacity for each foundation section, as defined as:
Ultimate Pile Capacity = (Factored Design Load)/φ + Scour + Downdrag

Scour= The estimated skin friction resistance of the soil above the predicted
scour depths.

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Downdrag= The estimated side friction resistance of a compressible soil above

the neutral point (determined when computing the downdrag load
(DD) due to settlement).

Φ = The resistance factor based on the design load limit state, resistance determination
method, and required field testing.

Example:

ULTIMATE PILE CAPACITY

Abutment 1 XX tons

Pier No. X XX tons

Abutment 2 XX tons

The Scour and Downdrag resistance along with Φ will be determined by the geotechnical
engineer and included in the geotechnical report. The Contractor will use the Ultimate
Pile Capacity to properly size pile driving equipment and load testing apparatus. The
Engineer will use the Ultimate Pile Capacity to establish the required driving resistance
and validate load test results.

5.14.5 Drilled Shafts

Vacant

5.15 EARTH RETAINING SYSTEMS AND COFFERDAMS (Rev. 01/09)

5.15.1 Highway Applications (Rev. 01/09)

The location and limits, both horizontal and vertical, of all temporary and permanent earth
retaining system contract items shall be shown at each location.

5.15.1.1 Permanent Steel Sheet Piling (Rev. 01/09)

Permanent Steel Sheet Piling is defined as a required and permanent structural element
integral to the design of the structure. Permanent Steel Sheet Piling is designed and
engineered by the Designer. To avoid unnecessary proprietary specificity, permanent steel
sheet piling should be specified and designated by AASHTO or ASTM material
classification and minimum required section modulus.

5.15.1.2 Temporary Earth Retaining Systems (Rev. 01/09)

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Temporary earth retaining system shall be any type of adequately braced temporary
retaining wall which the Contractor elects to build to satisfy, and which does satisfy, the
condition that existing facilities be properly retained during excavation or fill for the
placement of substructure or other facilities. A Temporary Earth Retaining System shall
be designated in the contract to be left in place only if its removal may be detrimental to
the structure. The item “Earth Retaining System Left in Place” shall be used only for a
Temporary Earth Retaining System designated by the Designer to be left in place. A
Temporary Earth Retaining System requested by the Contractor to be left in place for his
own convenience is not compensable for additional payment.

5.15.2 Railroad Applications (Rev. 01/09)

The location and limits, both horizontal and vertical, of all temporary and permanent earth
support systems necessary for the construction of railroad structures must be shown in the
contract. All contract items for temporary and/or permanent earth support systems for railroad
structures and facilities must be submitted to the affected railroad for review during the
standard project design submission phases. Contract plan details for temporary earth support
in railroad applications must be specific in name and include a railroad parenthetical in the
contract item name. Typical items for such use are “Temporary Sheet Piling (Railroad)” and
“Soldier Pile and Lagging (Railroad)”. The Designer should select the most appropriate
temporary retaining system type in consideration of existing soil conditions and construction
access limitations.

5.15.2.1 Permanent Steel Sheet Piling (Rev. 01/09)

Permanent Steel Sheet Piling adjacent to railroad tracks shall be designed for each specific
location and shown in the contract. It should be specified and designated as noted in BDM
[5.15.2] above.

5.15.2.2 Temporary Earth Support Systems (Rev. 01/09)

Through communication with the affected railroad company during a project’s scope
development, a determination will be made whether or not a complete design for a
temporary earth support system is required. When the temporary earth support system is
fully designed by the Designer, the contract special provision for the subject item should
allow for the Contractor to submit an alternate design.

The Designer shall evaluate the global stability of the railroad embankment for the
temporary (and permanent) condition. In cases where the stability of the embankment may
be compromised, the Designer shall either provide a complete design or include the
necessary constraints for a Contractor to properly design the earth support system.

Working drawings and design calculations prepared by the Contractor shall be submitted
to the CTDOT and affected railroad company for review.

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Items, such as “Sheet Piling left in Place (Railroad)” and “Soldier Pile and Lagging Left in
Place (Railroad)” shall be designated in the contract only if their removal may be
detrimental to the structure, as determined by the Designer in concert with the affected
railroad company. Any system requested to be left in place by the Contractor for his
convenience is not compensable.

5.15.3 Water-Handling-Cofferdams and Temporary Water Redirection (Rev.

01/09)

Water-Handling-Cofferdams and various methods to temporarily redirect water from the site
are used so that construction can take place in the dry. Various methods and items may be
used to achieve this end depending on the nature of the site, the nature of the construction, and
the amount of water encountered. Because of the need to secure environmental permits,
considerable detail of the dewatering plan intended may be required in the contract.

5.15.3.1 Structure Excavation (Complete) (Rev. 07/04)

The items “Structure Excavation-Earth (Complete)” or “Structure Excavation-Rock

(Complete) are generally used where water intrusion into the excavation results from
groundwater seepage or very minor stream or drainage flow. There is no additional
payment for dewatering or temporarily diverting water since the work required to construct
in the dry is considered to be of such a minor nature that it can be considered to be incidental
to the excavation items. Any cofferdams, temporary redirection, pumping, or any other
dewatering methodology is included in the cost of the work. Generally, since the impact
on water resources is so small, very little detailing is required in the contract.

5.15.3.2 Handling Water (Rev. 07/04)

If a structure cannot be constructed in the dry, a cofferdam is needed. The item “Handling
Water” is generally used where a temporary redirection of a watercourse is required and is
generally used for construction of culverts or retaining walls adjacent to the watercourse.
This lump sum item includes any temporary water handling structures such as barriers,
temporary pipes, or drainage channels, necessary to complete the work. Also included is
any excavation required to accomplish the temporary redirection of surface water.

Any required excavation for the permanent construction will be paid for under the items
“Structure Excavation-Earth (Complete).” “Structure Excavation-Rock (Complete)” or
appropriate excavation items. A conceptual scheme showing all temporary water handling
structures such as barriers, temporary pipes, and drainage channels, and a conceptual
scheme for staging of construction for water handling must be shown in the contract and
will usually be included in permit applications. The hydraulic design of the
aforementioned temporary facilities is based on the watercourse hydrology and information
contained in the Drainage Manual [6.15]. A temporary design water surface elevation
associated with the proposed temporary hydraulic facility should be shown in the contract
and the permit plates.

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The contractor will be required to submit working drawings to detail the proposal shown
in the contract. If the contractor’s working drawings differ from the proposal shown on
the contract to the extent that a revision to the permit is required, the contractor will be
required to prepare and apply for any revisions required to the permit.

5.15.3.3 Cofferdam and Dewatering (Rev. 07/04)

The item “Cofferdam and Dewatering” is generally used where substructure elements are
located partly or wholly in the streambed and where the bottom of footing is below water
level, or on foundation work where considerable flow or concentration of water is present
that cannot be conveniently temporarily redirected from the site. The extent of work
involved in placing and dewatering the cofferdam is such that it is more than a minor part
of the excavation items and is not considered incidental to those items. This item should
be used in conjunction with the items “Structure Excavation-Earth (Excluding Cofferdam
and Dewatering)” and “Structure Excavation-Rock (Excluding Cofferdam and
Dewatering)”.

A cofferdam forms an enclosure that may be completely dewatered to allow work in the
dry. It may consist of steel sheet piling or any other material the contractor elects to use to
satisfy this requirement. Some sides of the cofferdam may be formed by the existing stream
bank or by existing structures such as abutments or retaining walls. However, any existing
structures intended to be used must extend below the anticipated bottom of excavation and
must be resistant to intrusion of significant amounts of water from below the footing.

Cofferdams that encroach into water channels must be hydraulically analyzed based on the
watercourse hydrology and information contained in the Drainage Manual [6.15]. A
temporary design water surface elevation associated with the proposed temporary
hydraulic facility should be shown in the contract and the permit plates.

The horizontal and vertical limits of the cofferdam must be shown in the contract.
Cofferdams are designed and detailed by the Contractor and submitted to the Engineer for
review.

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SECTION 6
CONCRETE STRUCTURES

TABLE OF CONTENTS

6.1 MATERIALS ......................................................................................................................... 6-1

6.1.1 Concrete .......................................................................................................................... 6-1
6.1.1.1 Cast-In-Place Concrete (Rev. 04/19)........................................................................ 6-1
6.1.1.2 Precast, Non-Prestressed Concrete .......................................................................... 6-2
6.1.1.3 Precast, Prestressed Concrete................................................................................... 6-2
6.1.2 Reinforcement ................................................................................................................. 6-2
6.1.2.1 Non-Prestressed Steel (Rev. 04/19).......................................................................... 6-2
6.1.2.2 Prestressed Steel....................................................................................................... 6-2
6.1.3 Protective Coating on Concrete Surfaces (Rev. 04/19) ................................................... 6-2
6.2 FABRICATION REQUIREMENTS ..................................................................................... 6-3
6.2.1 General ............................................................................................................................ 6-3
6.2.2 Tolerances ....................................................................................................................... 6-3
6.3 DESIGN AND DETAILING REQUIREMENTS ................................................................. 6-3
6.3.1 Cast-In-Place, Non-Reinforced Concrete Members ....................................................... 6-3
6.3.2 Cast-In-Place, Reinforced Concrete Members ............................................................... 6-3
6.3.2.1 General ..................................................................................................................... 6-3
6.3.2.2 Payment for Concrete Components (Rev. 04/19) .................................................... 6-3
6.3.2.2.1 Selecting Item Names and Components to be Included ................................... 6-3
6.3.2.2.2 Plan Requirements ............................................................................................ 6-5
6.3.2.3 Reinforcement .......................................................................................................... 6-6
6.3.3 Precast, Non-Prestressed Concrete Members ................................................................. 6-7
6.3.3.1 General ..................................................................................................................... 6-7
6.3.3.2 Concrete ................................................................................................................... 6-7
6.3.3.3 Reinforcement .......................................................................................................... 6-7
6.3.4 Precast, Pretensioned Concrete Members ....................................................................... 6-7
6.3.4.1 Structure/Member Types ......................................................................................... 6-7
6.3.4.1.1 Standard Members (Rev. 04/19) ....................................................................... 6-7
6.3.4.1.2 Modifications to Standard Members (Rev. 04/19) ............................................ 6-8
6.3.4.1.2.1 NEBT Girders ............................................................................................ 6-8

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6.3.4.1.2.2 Prestressed Deck Units .............................................................................. 6-8

6.3.4.2 Layout and Framing ................................................................................................. 6-9
6.3.4.2.1 Approximate Span Lengths (Rev. 04/19) .......................................................... 6-9
6.3.4.2.2 Oversized Members .......................................................................................... 6-9
6.3.4.2.3 Skew Angle ....................................................................................................... 6-9
6.3.4.2.4 Member Dimensions ......................................................................................... 6-9
6.3.4.2.5 Member Spacing ............................................................................................... 6-9
6.3.4.2.6 Framing Geometry .......................................................................................... 6-10
6.3.4.2.7 Cross Section .................................................................................................. 6-10
6.3.4.2.8 Deck Overhang ............................................................................................... 6-10
6.3.4.3 Composite Construction......................................................................................... 6-10
6.3.4.3.1 General ............................................................................................................ 6-10
6.3.4.3.2 Design Requirements ...................................................................................... 6-11
6.3.4.3.3 Detailing Requirements .................................................................................. 6-11
6.3.4.4 Continuity on Multi-Span Structures ..................................................................... 6-11
6.3.4.4.1 General ............................................................................................................ 6-11
6.3.4.4.2 Continuous Decks Supported by Simple Spans .............................................. 6-11
6.3.4.4.3 Continuous Decks Supported by Continuous Members ................................. 6-12
6.3.4.5 Concrete (Rev. 04/19) ............................................................................................ 6-12
6.3.4.6 Reinforcement ........................................................................................................ 6-12
6.3.4.6.1 Non-Prestressed Steel (Rev. 04/19)................................................................. 6-12
6.3.4.6.2 Prestressed Steel.............................................................................................. 6-13
6.3.4.7 Camber ................................................................................................................... 6-14
6.3.4.7.1 General ............................................................................................................ 6-14
6.3.4.7.2 Simple Spans................................................................................................... 6-14
6.3.4.7.3 Continuous Spans............................................................................................ 6-14
6.3.4.8 Diaphragms ............................................................................................................ 6-15
6.3.4.9 Post-Tensioned Transverse Strands ....................................................................... 6-15
6.3.4.10 Drilling Holes....................................................................................................... 6-17
6.3.4.11 Seismic Restraint ................................................................................................. 6-18
6.3.4.11.1 General .......................................................................................................... 6-18
6.3.4.11.2 Transverse Seismic Restraint ........................................................................ 6-18
6.3.4.11.3 Longitudinal Seismic Restraint ..................................................................... 6-18
6.3.4.12 Bearings ............................................................................................................... 6-18

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6.3.4.13 Superstructure Jacking Requirements .................................................................. 6-19

6.3.4.13.1 General .......................................................................................................... 6-19
6.3.4.13.2 Design Requirements .................................................................................... 6-19
6.3.4.14 Utilities................................................................................................................. 6-19
6.3.5 Cast-In-Place Concrete Beams ..................................................................................... 6-19
6.3.6 Precast, Post-Tensioned Concrete Beams ..................................................................... 6-20

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CONCRETE STRUCTURES

6.1 MATERIALS

6.1.1 Concrete

6.1.1.1 Cast-In-Place Concrete (Rev. 04/19)

Concrete shall conform to the Standard Specification requirements of “Section 6.01 –

Concrete for Structures” and “Section M.03 – Portland Cement Concrete,” including
modifications by Supplemental Specifications and Owned Special Provisions. The class
of concrete specified for bridge components shall generally conform to the following
guidelines:

 Substructure Components - Class PCC03340*

 Bridge Superstructures – Class PCC04462

*If “Z” is other than “0,” written permission shall be obtained from the Bridge Principal
Engineer.

Occasionally, concrete classes that meet these guidelines are not appropriate for a specific
use. In these instances and with permission from the CTDOT, Designers may modify the
concrete class for the intended use as follows:

 For concrete components with extremely congested reinforcing, Designers

shall consider specifying a concrete class with a smaller aggregate.
 Where higher 28-day strength or higher early strength is needed to resist
applied loads, Designers may specify a class of concrete with a greater
strength.

When the dimensions of a cast-in-place concrete component (not cast underwater) qualify
it as “Mass Concrete,” in accordance with the Standard Specification, the PCC
classification system will still be used to specify the compressive strength, aggregate size
and Exposure Factor. Concrete suppliers may tailor the mix to address temperature and
cracking in the concrete, but the Contractor shall prequalify the proposed mix with ample
time to place the concrete. Designers shall verify that sufficient time is available in the
contract for the Contractor to prequalify the mix before its intended use.

“Underwater Concrete” will also be specified using the PCC classification system. The
Designer shall include a cofferdam in the contract to construct underwater concrete
components and clearly designate the concrete as “Underwater Concrete.”
The density of cast-in-place concrete shall be assumed to be as follows, unless proof of
another value is available:

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 Normal Weight Concrete of all PCC Classes: 150 pounds per cubic foot
 Lightweight Concrete: 125 pounds per cubic foot

6.1.1.2 Precast, Non-Prestressed Concrete

Concrete for precast, non-prestressed members or components shall conform to the

requirements in the Standard Specifications and BDM [6.3.3.1].

6.1.1.3 Precast, Prestressed Concrete

Concrete for prestressed concrete members or components shall conform to the

requirements in the Standard Specifications and BDM [6.3.4.5].

6.1.2 Reinforcement

6.1.2.1 Non-Prestressed Steel (Rev. 04/19)

Non-prestressed steel shall conform to the following:

 Uncoated bar reinforcement shall conform to the requirements of ASTM A615, Grade
60.
 Epoxy coated bar reinforcement shall conform to the requirements of ASTM A615,
Grade 60 and be epoxy coated to the requirements of ASTM D3963.
 Stainless steel bar reinforcement shall conform to the requirements of ASTM A955.
 Galvanized bar reinforcement shall conform to the requirements of ASTM A615,
Grade 60 and be galvanized, after fabrication, to the requirements of ASTM A767,
Class 1, including supplemental requirements.
 Weldable bar reinforcement shall conform to the requirements of ASTM A706.
 Welded wire fabric shall conform to the requirements in the Standard Specifications.

6.1.2.2 Prestressed Steel

Prestressing steel shall be 0.6 inch diameter, uncoated, low relaxation strands conforming
to the requirements of AASHTO M203, Grade 270.

6.1.3 Protective Coating on Concrete Surfaces (Rev. 04/19)

All concrete surfaces subjected to salt spray from marine environments, or spray from de-icing
chemicals, shall be sealed with a clear, 100% silane or siloxane in accordance with the
specification, “Penetrating Sealer Protective Compound.” It is anticipated that silanes and
siloxanes will protect concrete for approximately 7-12 years, after which time, they should be
re-applied. Designers shall specify the application of a penetrating sealer in rehabilitation
projects – including bridge preservation projects to ensure the continued protection of concrete
surfaces.
The use of colored sealers is permitted only with the written approval of the CTDOT. Such
sealers may experience blistering or peeling over time, creating an undesirable appearance.

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Colored stains for concrete shall not be considered to protect the concrete from de-icing
chemicals. Stains may be incompatible with the penetrating sealer. Should colored concrete
be desired, consideration shall be given to applying the pigment to the mix design so a
penetrating sealer may be applied to the finished concrete.

For dampproofing requirements, see BDM [5].

6.2 FABRICATION REQUIREMENTS

6.2.1 General

The prestressed concrete fabricator’s plant shall be certified by the Precast Prestressed
Concrete Institute Plant Certification Program. The certification shall be as a minimum in the
B3 Category, except for draped strand members, in which case a B4 Category certification is
required. The certification requirements shall be shown on the plans.

6.2.2 Tolerances

Tolerances for prestressed members shall conform to the limits specified in the Manual for
Quality Control for Plants and Production of Precast Prestressed Concrete Products (MNL-
116).

6.3 DESIGN AND DETAILING REQUIREMENTS

6.3.1 Cast-In-Place, Non-Reinforced Concrete Members

Cast-in-place, non-reinforced concrete members and components are not permitted, except for
the use of underwater concrete for cofferdam seals. A cofferdam seal shall not be considered
a structural member or component.

6.3.2 Cast-In-Place, Reinforced Concrete Members

6.3.2.1 General

The use of cast-in-place reinforced concrete is acceptable for all types of members and
components. Generally, cast-in-place concrete is used for substructure components, bridge
decks and parapets. However, cast-in-place concrete may be used for superstructures when
it is found to be economical and feasible.

6.3.2.2 Payment for Concrete Components (Rev. 04/19)

6.3.2.2.1 Selecting Item Names and Components to be Included

Pay item names reflect the character of the bridge components that will be measured
for payment under the item. To reduce the number of item names, similar components
may be included together under the same item. See Table 6.3.2.2.1-1 for a list of item

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names from which Designers may choose, and a list of components that may be
considered similar enough to include with each item.

TABLE 6.3.2.2.1-1

Concrete Mix Class

ITEM NAME COMPONENTS INCLUDED
(PCCXXXYZ1)
Footings, leveling pads, pile caps, cut-off
Footing Concrete
and return walls
Footing Concrete (Mass) Footings, pile caps
Abutments, wingwalls, retaining walls,
endwalls, headwalls, concrete bearing PCC0334Z
Abutment and Wall Concrete
pedestals, cheekwalls, keeper blocks,
curbs
Abutment and Wall Concrete Abutments, wingwalls, retaining walls,
(Mass) endwalls
Not Applicable Steps, Copings PCC0336Z
Abutments, Walls, Columns, Caps,
Surface Repair Concrete PCC04481,
Parapets, Box Culverts
PCC05581
Structural Repair Concrete Columns, Caps, Parapets, Box Culverts
Pier columns, pier caps, concrete bearing
Column and Cap Concrete
pedestals, keeper blocks
Column and Cap Concrete Pier columns, pier caps
(Mass) PCC0446Z
Approach Slab Concrete Approach slabs, concrete aprons on grade
Barrier Walls (includes footing, stem and
Barrier Wall Concrete
parapet)
Bridge decks, haunches, backwalls cast
Bridge Deck Concrete
integral with the deck, concrete curbs
Bridge Deck Concrete (SIP- Bridge decks, haunches, backwalls cast
Forms) integral with the deck, concrete curbs
PCC04462
Parapets on bridge decks, parapets on
Parapet Concrete wingwalls and parapets on retaining
walls
Bridge Sidewalk Concrete Bridge sidewalks, curbs, raised medians
1
Exposure Factor, Z, shall be “0” unless another value is approved by the Bridge Principal
Engineer

When estimating the unit bid price of a cast-in-place concrete component, the largest
contribution is not the cost of the concrete material. Additional factors that contribute
to the cost of a concrete component are: complexity and congestion of reinforcing,
forming and removal of forms, concrete placement and consolidation, sequence and
timing of pours, finishing and access needs. When these factors are similar enough for
different bridge components, those components may be included together in the same
bid item.

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Note that a component such as a concrete curb does not have its own pay item. This
component may be measured for payment with the item in the contract whose character
of work is most similar. The concrete curb may be included for measurement under
the item, “Bridge Deck Concrete,” but if a “Bridge Sidewalk Concrete” item were
included in the contract, it would be the preferable item with which to include the
concrete curb because the character of work is more similar. If the structure were a
box culvert with shallow fill, the contract may not include an item for “Bridge Deck
Concrete” or “Bridge Sidewalk Concrete.” In such a case, if the item, “Abutment and
Wall Concrete” is included for wingwalls, the curb could be measured for payment
under that item. Note that in this situation, the character of work is not a close match,
but the volume of concrete in the concrete curb may be small enough to have little
effect on the unit bid price for “Abutment and Wall Concrete.” The total cost of the
concrete curb will also be affected insignificantly by applying the unit bid price for
“Abutment and Wall Concrete.” It would not be necessary to include an additional
item exclusively to pay for the small volume of concrete curb.

New items may be created when, in the opinion of the CTDOT, no item exists in the
Master Bid List that adequately describes the bridge component in question, or when
the character of work of similar components is significantly different for a specific
situation.

6.3.2.2.2 Plan Requirements

Concrete pay items shall be clearly listed in the General Notes within the plans.
Adjacent to each pay item in the General Notes, list the cast-in-place concrete
components to be measured for payment under that item. Following the list of
components, specify the concrete mix class. Although components are grouped
together under a pay item to reflect the character of work, the mix class may vary
among components within the pay item. In such a case, separate and group the
components in the note by mix class.

Listing pay items and components in the General Notes may not provide sufficient
clarity for measuring quantities and distinguishing pay limits between items. To
provide clarity, drawings with pay limits may be needed. One such example is the
item, “Parapet Concrete.” Where a parapet is constructed at the top of a wall,
delineation between the items, “Parapet Concrete” and “Abutment and Wall Concrete”
is needed. A convenient limit for this is the optional construction joint between the two
components (see Figure 6.3.2.2.3-1). Whether the Contractor elects to construct the
wall with the joint or not, the drawing defines the pay limits for the items.

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FIGURE 6.3.2.2.3-1
6.3.2.3 Reinforcement

Bar reinforcement shall meet the requirements of ASTM A615, Grade 60, and shall be
galvanized after fabrication to the requirements of ASTM A767, Class 1, including
supplemental requirements. Other reinforcement may only be specified with the approval
of the Bridge Principal Engineer.

The minimum size bar shall be #4, unless otherwise authorized. The minimum cross
sectional area of load-carrying reinforcement shall be that supplied by #5 bars spaced at 12
inches. Temperature and shrinkage reinforcement in walls will typically be #5 bars spaced
at 18 inches.

Bar spacing shall meet the LRFD and, allow for proper placement and consolidation, based
on the maximum aggregate size specified for the concrete mix class. It is desirable for the
spacing of bar reinforcement to be in 6-inch increments for ease of placement and
inspection. However, for bridge decks, columns, pier caps and other components, such a
spacing may not be practical. Flexural reinforcement in walls and abutments may be
adjusted to 9-inch increments to better align with temperature and shrinkage reinforcement.

Bar lengths shall be specified in 1-inch increments. The maximum length of bar
reinforcement detailed shall be 40 feet. Where longer bars are required, splices shall be
detailed. The use of mechanical connections to splice reinforcement is permitted, provided
the connectors meet the LRFD. Mechanical connectors used to splice galvanized

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reinforcement shall be galvanized. Mechanical connectors shall be measured for payment

by the number of connectors installed and accepted.

The designer is responsible for providing all of the details necessary to ensure that the
reinforcement is embedded, developed and spliced in accordance with the LRFD.

The concrete cover over reinforcement shall conform to the requirements in the LRFD,
unless otherwise noted. The concrete cover over the reinforcement shall be shown on the
plans.

The reinforcement pay items shall be clearly noted on the plans.

6.3.3 Precast, Non-Prestressed Concrete Members

6.3.3.1 General

Precast, non-prestressed superstructure members supporting vehicular traffic are not

permitted.

For permanent and temporary precast concrete barrier requirements, see BDM [12]. For
precast concrete box culvert requirements, see BDM [13].

6.3.3.2 Concrete

The design of precast, non-prestressed members shall be based on a minimum concrete

compressive strength ( f c ) of not less than 5000 pounds per square inch.

6.3.3.3 Reinforcement

Reinforcement shall conform to the requirements of BDM [6.3.2.3].

6.3.4 Precast, Pretensioned Concrete Members

6.3.4.1 Structure/Member Types

6.3.4.1.1 Standard Members (Rev. 04/19)

Precast, prestressed concrete members used in superstructures are generally limited to

those available from area fabricators. Available member types include solid slabs,
voided slabs, box beams, Northeast Bulbtee (NEBT) girders, Northeast Deck Bulb Tee
(NEDBT) girders, Northeast Extreme Tee (NEXT) beams and Precast Concrete
Economical Fabrication (PCEF) girders. For the latest listing of area fabricators and
the bridge members produced, refer to the PCI Northeast website, www.pcine.org.

Prestressed deck units are precast, pretensioned rectangular sections with or without
voids. Sections with circular voids are referred to as voided slabs and sections with

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rectangular voids are referred to as box beams. Sections without voids are referred to
as solid slabs.

Prestressed concrete bulb tee superstructure designs should consider the Northeast
Bulbtee (NEBT) and the Precast Concrete Economical Fabrication (PCEF) beams with
dimensions nominally equivalent to the NEBT dimensions. The prestressing shall be
designed based on the NEBT dimensions and section properties, and shall be presented
in the contract plan details with the following note to allow the use of the NEBT or
PCEF section:

“Prestressed concrete Northeast Bulbtee (NEBT) sections and Precast Concrete

Economical Fabrication (PCEF) sections with dimensions nominally equivalent to one
another are considered equivalent members for bidding purposes. The Contractor may
select either section for fabrication. When selecting the PCEF section, the Contractor
shall submit the actual section properties of the PCEF section for the Designer’s use
in updating the bridge load rating.”

6.3.4.1.2 Modifications to Standard Members (Rev. 04/19)

6.3.4.1.2.1 NEBT Girders

These girders shall not be altered or modified, except as follows:

 The top flange at the girder ends may be clipped to minimize the bridge seat
widths at abutments
 Minor variations of NEBT girders are allowed for equivalent PCEF sections

6.3.4.1.2.2 Prestressed Deck Units

 Where the roadway vertical geometry will allow it, a 6 inch thick (minimum)
concrete deck slab shall be cast on top of the prestressed deck units, designed
to provide shear transfer between beams, and eliminate the need for transverse
post-tensioning. In such cases, holes for post-tensioning shall not be formed in
the beams. Shear keys of adequate width shall be shown between adjacent
members. Transverse reinforcement from the deck unit shall protrude from the
side of the deck unit and be developed within the shear key to assist in
distributing loads between beams. An attempt shall be made to design and
detail the deck unit width and protruding transverse reinforcement to fit within
a form width of 4 feet.
 Prestressed deck units may be modified to facilitate the placement of
reinforcement that extends from the tops of the members for components such
as parapets and sidewalks or to accommodate drilled-in anchors for temporary
precast barrier curb.
 The circular and rectangular voids in the deck units may be reduced in size or
removed for placement of the reinforcement. Generally, the voids shall be

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placed symmetrically about the vertical axis of the member. The designer shall
calculate the section properties for the modified sections.
 Spread deck units shall be detailed without shear keys and holes for post-
tensioned transverse strands.
 The fascia members of structures composed of butted deck units shall be
detailed without a shear key at the outside face, unless provision is being made
for a future widening.

6.3.4.2 Layout and Framing

6.3.4.2.1 Approximate Span Lengths (Rev. 04/19)

Vacant

6.3.4.2.2 Oversized Members

Precast members over 120 feet in length or over 120,000 pounds will not be allowed
due to shipping limitations. For members in excess of 120 feet, the use of field spliced
post-tensioned bulb tees should be considered. For additional information, see BDM
[1].

6.3.4.2.3 Skew Angle

On structures composed of butted deck units, the maximum allowable skew angle is 45
degrees.

6.3.4.2.4 Member Dimensions

Preferably, all members in a span shall have the same dimensions to facilitate
fabrication and minimize costs. Generally, on multi-span structures, the individual
span lengths may vary but the member depth should be constant.

Preferably, structures composed of butted deck units shall be designed with 3’-11½”
wide members. Typically, the cost per square foot of deck surface is less for 3’-11½ ”
wide members than it is for 2’-11½ ” wide members due to high fabrication costs.

If members with varying section properties are used in the same cross section, the
distribution of loads must take into account the stiffness of each member. For more
information, see BDM [3].

6.3.4.2.5 Member Spacing

In structures composed of bulb tee girders or spread deck units, the member spacing
should be maximized in order to reduce the number of members required and to
develop the full potential of each member, thereby reducing the costs for fabrication,

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shipping and erection. However, in order to provide redundancy, a minimum of 4

stringer lines should be used in a cross section.

In structures composed of butted deck units, the members shall be placed at a nominal
spacing to provide a gap between the adjacent members that accommodates the sweep
of the members. The 1’-11½” wide members should be nominally spaced at 3 feet. The
3’-11½” wide members should be nominally spaced at 4 feet. The nominal spacings
were determined by increasing the actual member width to a convenient value. The
spacings have not been set at the maximum allowable sweep, since it varies with the
span length. If the actual sweep of the members will not allow the members to be
placed at the nominal spacing shown, the members should be butted up to and placed
parallel with the adjacent member.

6.3.4.2.6 Framing Geometry

Members should be placed parallel to traffic and each other, and shall be uniformly
spaced as much as practical. If this is unavoidable, the live load distribution factors as
outlined in the LRFD shall not be used. The designer should carefully investigate these
situations to account for the variation in live load and member stiffness.

6.3.4.2.7 Cross Section

Structures composed of bulb tee girders or spread deck units require a composite
concrete deck. The deck shall be detailed to match the roadway cross section. The
members shall be placed plumb.

On structures composed of butted deck units, the members may be placed on either a
straight (level or sloped) or broken cross section alignment. The alignment of the
members need not match the roadway cross section. The bituminous concrete overlay
shall be placed to match the roadway cross section.

6.3.4.2.8 Deck Overhang

The concrete deck overhang, measured from the centerline of the fascia member to the
outside edge of the deck, should be limited to four feet or the depth of the member,
whichever is less.

6.3.4.3 Composite Construction

6.3.4.3.1 General

All structural members in contact with and supporting a concrete deck shall be designed
for composite action. The members shall be designed assuming construction without
shoring (unshored construction).

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6.3.4.3.2 Design Requirements

The composite section used for computing live load stresses shall also be used for
computing stresses induced by composite dead loads.

The elasticity ratio for composite design shall be computed based on the modulus of
elasticity of the concrete deck and the modulus of elasticity of the prestressed concrete
member.

The shear reinforcement used in the design of the members should be used to achieve
composite action with the deck. Additional reinforcement may be added if the area of
shear reinforcement is not sufficient to produce composite action. There is no need to
extend all shear reinforcement into the deck if it is not required for composite action.

6.3.4.3.3 Detailing Requirements

Shear reinforcement used for composite action shall be extended into the concrete deck.
In deck unit members, the reinforcement shall be fabricated from one bar and have two
loops that extend into the deck. In bulb tee members, the reinforcement shall be
terminated with a 90 degree hook.

The top surface of the members shall be roughened with a raked finish to assist in
composite action. The following note, with a leader pointing to the top surface of the
member, shall be shown on the plans:

Raked Finish

6.3.4.4 Continuity on Multi-Span Structures

6.3.4.4.1 General

Deck joints should be eliminated wherever possible. The number of deck joints over
piers shall be minimized on multiple span structures by using continuous decks.

6.3.4.4.2 Continuous Decks Supported by Simple Spans

On multi-span structures composed of simple spans, the decks shall be made

continuous over the piers with no positive moment connection, wherever practical. The
supporting members shall be designed as simple spans.

National Cooperative Highway Research Program (NCHRP) Report Number 322

“Design of Precast Prestressed Bridge Girders Made Continuous” suggests that
consideration should be given to the design of jointless bridges (that is, members with
a continuous slab with no moment connection), since there is little or no structural
advantage to designing for live load continuity.

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On structures composed of bulb tee girders or spread deck units, the deck shall be
placed continuous over a full height diaphragm. The diaphragm shall be placed at the
piers between the ends of the members in adjacent spans and extend transversely
between the parallel members.

On structures composed of butted deck units, the ends of the members shall be
connected with a “T - shaped” closure pour.

6.3.4.4.3 Continuous Decks Supported by Continuous Members

Multi-span structures composed of continuous spans shall be designed with field

spliced post-tensioned bulb tee girders. The bulb tee girders shall be pretensioned to
control cracking during shipping and handling. The pretensioning of the girders shall
be accounted for in the final design. Field splices in the members should be made near
points of low dead load moment.

6.3.4.5 Concrete (Rev. 04/19)

The concrete design strength for prestressed members shall be as follows:

 The design of prestressed members shall be based on a minimum concrete

compressive strength (ƒ’c) of not less than 5000 pounds per square inch. The
recommended concrete compressive strength is 6500 pounds per square inch.
Concrete compressive strengths greater than 6500 pounds per square inch may be
used subject to approval by the CTDOT.
 The compressive strength of the concrete at the time of transfer (ƒ’ci) shall not be less
than 4000 pounds per square inch.

The concrete stresses in the prestressed members shall conform to the LRFD.

The required compressive strength at the time of transfer ƒ’ci and the required 28-day
compressive strength of concrete ƒ’c shall be clearly noted on the plans.

6.3.4.6 Reinforcement

6.3.4.6.1 Non-Prestressed Steel (Rev. 04/19)

In prestressed concrete members, the non-prestressed steel, including the reinforcement

extending out of the units, shall be galvanized bar reinforcement.

The minimum size bar shall be #3. In general, the spacing of bar reinforcement shall
be limited to four-inch increments.

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Bar lengths, if specified, shall be in one-inch increments. The maximum length of bar
reinforcement detailed shall be 40 feet. Where longer bars are required, splices must
be detailed.

The designer is responsible for providing all of the details necessary to ensure the
reinforcement is embedded, developed and spliced in accordance with the LRFD.

The concrete cover over reinforcement shall conform to the requirements in the LRFD,
unless otherwise noted. The concrete cover over the reinforcement shall be shown on
the plans.

The reinforcement pay items shall be clearly noted on the plans.

6.3.4.6.2 Prestressed Steel

The prestressing strands shall be tensioned to the allowable stresses listed in the LRFD.

Typical strand patterns and the maximum number of strands for the various prestressed
members are shown in BDM [Division 3]. Generally, the strands are spaced two inches
apart, both horizontally and vertically. The strand patterns are for design purposes only
and shall not be shown on the plans.

Preferably, all members in a span shall have the same number of strands, prestressing
force and distance to the center of gravity of the strands to facilitate fabrication and
minimize costs.

Strands may be either draped or de-bonded to reduce the tensile stresses at the member
ends. Mixing draped and de-bonded strands in a member is permitted.

If draped strands are used, the total hold down force of all the draped strands for each
member should not exceed 75% of the total weight of the member.

If de-bonded strands are used, no more than 25% of the total number of strands may be
de-bonded. All de-bonding shall be located within a distance of 15% of the span length
from the end of the member. The de-bonded strands shall be well distributed across
the member cross section. No two adjacent strands (either horizontally or vertically)
shall be de-bonded, although diagonally adjacent strands may be de-bonded. The
outermost strands of each layer shall not be de-bonded.

The following information shall be shown on the plans:

• the ultimate tensile strength of the strands,

• the jacking force per strand,
• the number of strands,
• the center of gravity of strands,
• the strand diameter,

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• de-bonding locations (if required), and

• the approximate location of drape points (if required).

6.3.4.7 Camber

6.3.4.7.1 General

Camber induced by prestressing shall be computed in such a manner as to include the

effects of creep and growth in the modulus of elasticity. Sufficient camber should be
induced in each member such that a net positive camber will remain under all dead
loads.

6.3.4.7.2 Simple Spans

Dead load deflection and camber diagrams are not required for simple span bridges.
Dead load deflections and cambers shall be calculated at the mid-span of the structure
for the following listed items for each member and tabulated on the plans:

 Prestressed Beam Deflections. Deflections due to the weight of the beams

calculated using the moment of inertia of the prestressed beam.
 Additional Dead Load Deflections. Deflections due to the uncured concrete slab,
haunches, diaphragms, utilities and any other loads supported by the prestressed
beam section alone.
 Composite Dead Load Deflections. Deflections due to the parapets, curbs,
sidewalks, railings, bituminous concrete overlay and any other loads that are
placed after the slab has cured and are supported by the composite section.
(Structures composed of prestressed beams with a composite deck only).
 Member Cambers (calculated at the following stages):
o At Transfer. Camber due to pretensioning force at transfer minus the
deflection due to the dead load of the member.
o At Erection. Camber (due to pretensioning force minus the deflection due to
the dead load of the member) that is present at approximately 30 days after
transfer.
o Final. Camber after all dead loads are applied to the structure, and after long
term creep and relaxation have taken place.

An acceptable method for estimating cambers and deflections in simple span members
using multipliers can be found in the “PCI Design Handbook - Precast and Prestressed
Concrete.”

6.3.4.7.3 Continuous Spans

Vacant

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6.3.4.8 Diaphragms

Structures composed of prestressed concrete beams with a composite concrete deck shall
have intermediate and end diaphragms.

On bridges with spans less than or equal to 80 feet, one intermediate diaphragm shall be
placed between the members at mid-span. On bridges with spans greater than 80 feet,
intermediate diaphragms shall be placed between the members at third points along the
span.

On bridges skewed less than or equal to 30 degrees, the intermediate diaphragms shall be
placed in line along the skew. On bridges skewed more than 30 degrees, intermediate
diaphragms shall be placed normal to the main members and staggered, not placed in a
line, across the width of the bridge.

End diaphragms shall be placed between members at all abutments and piers. End
diaphragms shall be placed over and aligned with the centerline of each bearing line.

Intermediate and end diaphragms shall be comprised of cast-in-place concrete and be

monolithic with the concrete deck. The use of steel diaphragms will not be permitted. The
intermediate and end diaphragms shall be detailed to accommodate utilities as required.
Diaphragms shall be completely cured prior to placement of the deck concrete in order to
provide stability to the superstructure members.

6.3.4.9 Post-Tensioned Transverse Strands

Structures composed of deck units placed butted to each other without a composite deck
shall be post-tensioned transversely with prestressing strands.

The number and location of these transverse ties is dependent upon the following: the
length of the member, the depth of the member, the skew angle of the structure, and stage
construction. Based on the skew angle of the structure, the ties may be placed parallel to
the skew of the structure or normal to the sides of the member. See Division III for
additional details.

The appropriate post-tensioning procedure along with the following note shall be shown
on the plans:

No additional dead loads or live loads shall be applied to the butted

deck units until the transverse ties have been fully tensioned and the
grout in the longitudinal shear keys has reached a seven-day
compressive strength of 4500 psi.

The transverse strands shall be post-tensioned in accordance with one of the following
procedures:

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For structures with skew angles less than or equal to 30 degrees:

TRANSVERSE STRAND POST-TENSIONING PROCEDURE

1. After erecting the prestressed deck units for the construction stage, install the
transverse ties.

2. Tension each transverse tie to 5 kips.

3. Seal the bottom of the longitudinal shear keys with closed cell polyethylene
foam backer rod and place non-shrink grout in the longitudinal shear keys
and internal diaphragms. The grout shall be rodded or vibrated to ensure that
all the voids in the shear keys are filled.

4. On shallow members with one row of ties, include the following note:

When the grout has attained a compressive strength of 1500 psi, tension each
transverse tie to 30 kips.

On deep members with two rows of ties, include the following note:

When the grout has attained a compressive strength of 1500 psi, at each
transverse tie location tension the bottom tie to 15 kips, then the top tie to 15
kips. Repeat this tensioning sequence once more so that each tie is tensioned
to 30 kips.

NOTE: Where the total initial post-tensioning force of all the transverse ties is
sufficient to displace the exterior members, the designer shall modify the
post-tensioning procedures to require placement of hardwood shims between the
members. The designer shall specify the number and location of these shims. The
shims shall be placed between as many members as is required such that the total initial
post-tensioning force does not displace any members.

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For structures with skew angles greater than 30 degrees:

TRANSVERSE STRAND POST-TENSIONING PROCEDURE

1. As each member is being erected, install the transverse ties and place
hardwood shims between the adjacent deck units at each transverse tie hole
location on the top and bottom.

2. On shallow members with one row of ties, include the following note:

Secure each member to the preceding member by tensioning each transverse

tie to 30 kips before erecting the next member.

On deep members with two rows of ties, include the following note:

Secure each member to the preceding member by first tensioning the bottom
tie at each transverse tie location to 15 kips, then the top tie to 15 kips. Repeat
this tensioning sequence once more so that each tie is tensioned to 30 kips.

3. After all the members have been erected, seal the bottom of the longitudinal
shear keys with closed cell polyethylene foam backer rod and place non-
shrink grout in the longitudinal shear keys and internal diaphragms. The
grout shall be rodded or vibrated to ensure that all the voids in the shear keys
are filled.

4. When the grout has attained a compressive strength of 1500 psi, remove the
hardwood shims. The voids left in the grout from the top shims shall be filled
with grout. The voids in the grout from the bottom shims may be left unfilled.

6.3.4.10 Drilling Holes

The drilling of holes in (or the use of power actuated tools on) prestressed members shall
not be permitted. However, inserts for attachments may be placed in the members during
fabrication.

The following note shall be shown on the plans:

The drilling of holes in (or the use of power actuated

tools on) prestressed members will not be permitted.

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6.3.4.11 Seismic Restraint

6.3.4.11.1 General

All structures shall include restraint devices or connections, such as keeper blocks,
bearings or dowels, designed to transfer seismic forces from the superstructure to the
substructure.

The design and detailing of the restraint devices or connections shall account for
thermal movement of the structure.

6.3.4.11.2 Transverse Seismic Restraint

On structures composed of prestressed concrete beams, supported by seat type

abutments, the superstructure shall be restrained transversely by a keeper block placed
between the center members at abutments. If necessary, multiple keeper blocks may
be used at each abutment to resist the forces. At piers supporting members with a
continuous deck, the superstructure shall be restrained with dowels projecting from the
pier into the full height diaphragm. At piers supporting members with a discontinuous
deck, the superstructure shall be restrained transversely by a keeper block placed
between the center members at abutments.

On structures composed of butted deck units, the superstructure shall be restrained

transversely by cheekwalls located at each end of the abutments and piers.

6.3.4.11.3 Longitudinal Seismic Restraint

On structures composed of bulb tee girders or spread deck units, the superstructure
shall be restrained longitudinally by keeper blocks placed behind the end of each
member at abutments after their erection.

On structures composed of butted deck units, the superstructure shall be restrained

longitudinally by a backwall placed behind the ends of the members at the abutments
after their erection.

6.3.4.12 Bearings

In general, elastomeric bearings shall be used to support prestressed deck units and
prestressed concrete girders. The bearings may be either plain or steel-laminated.

On structures composed of butted deck units, the use of a single sheet of elastomer, placed
continuous between the fascia units, is not permitted. Each deck unit shall rest on two
individual bearings.

For additional bearing requirements, see BDM [9].

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6.3.4.13 Superstructure Jacking Requirements

6.3.4.13.1 General

Since future maintenance of the elastomeric bearings is not anticipated, provisions for
jacking the superstructure of prestressed concrete bridges supported by elastomeric
bearings are not required. For other prestressed concrete bridges that incorporate
sliding bearings, the following provisions shall apply.

6.3.4.13.2 Design Requirements

Provisions for jacking of the superstructure shall be provided at all locations that have
bearings that will require future maintenance. These bearings include all types that
have sliding or rolling surfaces such as pot, disc, spherical, etc. Supports designed with
non-sliding type bearings such as elastomeric and fixed steel bearings do not need to
have jacking provisions specifically designed.

Lift points shall be located adjacent to the bearings and may be on main or secondary
members. Preferably, lift points shall be over the bridge seats of abutments and the
tops of piers so that jacks may be founded on these components minimizing the need
for extensive temporary structures.

The jacking lift points shall be designed for the total dead load and the live load plus
impact. If there are more than five lines of girders, the jacking lift points shall be
designed for 150% of these values in order to jack individual girders in the future.

Superstructure and substructure members and components shall be strengthened as

required to support the jacking loads.

6.3.4.14 Utilities

On structures composed of prestressed concrete girders or spread deck units, the utilities
may be placed between adjacent members. The intermediate and end diaphragms shall be
detailed to accommodate utilities as required.

On structures composed of butted deck units, the utilities may be placed between two
members in a utility bay located under a sidewalk. Under no circumstances will utilities
be permitted to be located inside deck units.

For additional information, see BDM [15].

6.3.5 Cast-In-Place Concrete Beams

Vacant

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6.3.6 Precast, Post-Tensioned Concrete Beams

Vacant

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SECTION 7
STEEL STRUCTURES

TABLE OF CONTENTS

7.1 MATERIALS AND FABRICATION ................................................................................... 7-1

7.1.1 Structural Steel Designations .......................................................................................... 7-1
7.1.2 Coated and Uncoated Structural Steel (Rev. 04/19)........................................................ 7-1
7.1.2.1 Uncoated Weathering Steel...................................................................................... 7-2
7.1.2.2 Coated Structural Steel (Rev. 04/19)........................................................................ 7-2
7.1.3 Fasteners (Rev. 04/19)..................................................................................................... 7-3
7.1.4 Welding ........................................................................................................................... 7-3
7.1.5 Fabrication ...................................................................................................................... 7-4
7.1.5.1 General Requirements (Rev. 04/19) ......................................................................... 7-4
7.1.5.2 Special Fabrication Requirements for Box Girders ................................................. 7-5
7.2 GENERAL DESIGN REQUIREMENTS ............................................................................. 7-5
7.2.1 Structure Types ............................................................................................................... 7-5
7.2.1.1 Cost Effective Span Lengths .................................................................................... 7-5
7.2.1.2 Non-Redundant Systems .......................................................................................... 7-6
7.2.1.3 Box Girders .............................................................................................................. 7-6
7.2.1.4 Short Spans .............................................................................................................. 7-6
7.2.2 Span Layout .................................................................................................................... 7-6
7.2.2.1 Member Spacing ...................................................................................................... 7-6
7.2.2.2 Deck Overhang ........................................................................................................ 7-7
7.2.2.3 Framing Geometry ................................................................................................... 7-7
7.2.3 Continuity ....................................................................................................................... 7-7
7.2.4 Fatigue............................................................................................................................. 7-7
7.2.4.1 General Requirements .............................................................................................. 7-7
7.2.4.2 Rolled Beams ........................................................................................................... 7-7
7.2.4.2.1 Simple Spans with Cover Plates ....................................................................... 7-7
7.2.4.2.2 Continuous Spans with Cover Plates ................................................................ 7-7
7.2.4.3 Diaphragm Connection Plates.................................................................................. 7-8
7.2.5 Fracture Critical Bridge Members .................................................................................. 7-8

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7.2.5.1 Definitions................................................................................................................ 7-8

7.2.5.2 General Provisions ................................................................................................... 7-8
7.2.6 Diaphragms and Cross-Sections ..................................................................................... 7-9
7.2.6.1 General Provisions ................................................................................................... 7-9
7.2.6.2 Skewed Bridges ....................................................................................................... 7-9
7.2.6.3 I-Shaped Beams and Girders with Web Depth ≤ 4 feet ........................................... 7-9
7.2.6.3.1 Intermediate Diaphragms .................................................................................. 7-9
7.2.6.3.2 End Bearing Diaphragms ................................................................................ 7-10
7.2.6.4 I-Shaped Beams and Girders with Web Depths > 4 feet ....................................... 7-10
7.2.6.4.1 Intermediate Diaphragms ................................................................................ 7-10
7.2.6.4.2 End Bearing Diaphragms ................................................................................ 7-10
7.2.6.5 Box-Girders............................................................................................................ 7-11
7.2.6.5.1 Intermediate Diaphragms ................................................................................ 7-11
7.2.6.5.2 End Bearing Diaphragms ................................................................................ 7-11
7.2.7 Lateral Bracing.............................................................................................................. 7-11
7.2.7.1 Requirements for I-Shaped Members .................................................................... 7-11
7.2.7.1.1 Design Requirements ...................................................................................... 7-11
7.2.7.1.2 Detailing Requirements .................................................................................. 7-12
7.2.7.2 Requirements for Box Girders ............................................................................... 7-12
7.2.7.2.1 Design Requirements ...................................................................................... 7-12
7.2.8 Stiffeners ....................................................................................................................... 7-12
7.2.8.1 Bearing Stiffeners .................................................................................................. 7-12
7.2.8.1.1 Design Requirements ...................................................................................... 7-12
7.2.8.1.2 Detailing Requirements .................................................................................. 7-13
7.2.8.2 Intermediate Transverse Stiffeners ........................................................................ 7-13
7.2.8.2.1 Design Requirements ...................................................................................... 7-13
7.2.8.2.2 Detailing Requirements .................................................................................. 7-13
7.2.8.3 Longitudinal Stiffeners .......................................................................................... 7-14
7.2.8.3.1 Design Requirements ...................................................................................... 7-14
7.2.8.3.2 Detailing Requirements .................................................................................. 7-14
7.2.9 Connections and Splices ............................................................................................... 7-14
7.2.9.1 General ................................................................................................................... 7-14
7.2.9.1.1 Design Requirements ...................................................................................... 7-14
7.2.9.1.2 Detailing Requirements .................................................................................. 7-14

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7.2.9.2 Bolted Splices ........................................................................................................ 7-15

7.2.9.2.1 Detailing Requirements .................................................................................. 7-15
7.2.9.3 Cross Member Connections ................................................................................... 7-15
7.2.9.3.1 Design Requirements ...................................................................................... 7-15
7.2.9.3.2 Detailing Requirements .................................................................................. 7-15
7.2.10 Composite Construction.............................................................................................. 7-16
7.2.10.1 Design Requirements ........................................................................................... 7-16
7.2.10.2 Detailing Requirements ....................................................................................... 7-16
7.2.11 Dead Load Deflection and Cambers ........................................................................... 7-17
7.2.11.1 Simple Span Bridges ............................................................................................ 7-17
7.2.11.2 Continuous Span Bridges..................................................................................... 7-18
7.2.12 Bearings ...................................................................................................................... 7-18
7.2.13 Superstructure Jacking Requirements ......................................................................... 7-18
7.2.13.1 Design Requirements ........................................................................................... 7-18
7.2.13.1.1 New Construction ......................................................................................... 7-18
7.2.13.1.2 Rehabilitation Projects .................................................................................. 7-19
7.2.13.2 Detailing Requirements ....................................................................................... 7-19
7.2.14 Inspection Hand Rails ................................................................................................. 7-19
7.3 STRUCTURE TYPE SPECIFIC REQUIREMENTS ......................................................... 7-20
7.3.1 Rolled Beams ................................................................................................................ 7-20
7.3.2 I-Shaped Plate Girders .................................................................................................. 7-20
7.3.2.1 Hybrid Girders ....................................................................................................... 7-20
7.3.2.2 Web Plates ............................................................................................................. 7-20
7.3.2.3 Flange Plates .......................................................................................................... 7-21
7.3.2.4 Shop Splices ........................................................................................................... 7-21
7.3.3 Box Girders ................................................................................................................... 7-21
7.3.3.1 Hybrid Girders ....................................................................................................... 7-21
7.3.3.2 Web Plates ............................................................................................................. 7-22
7.3.3.3 Flange Plates .......................................................................................................... 7-22
7.3.3.4 Shop Splices ........................................................................................................... 7-22
7.3.3.5 Bolted Field Splices ............................................................................................... 7-22
7.3.3.6 Fabrication Requirements ...................................................................................... 7-23
7.3.3.7 Access Manholes ................................................................................................... 7-23
7.3.3.8 Stay-In-Place Forms............................................................................................... 7-23

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7.3.3.9 Drainage ................................................................................................................. 7-23

7.3.3.10 Utilities................................................................................................................. 7-23
7.3.4 Curved Girders (Includes rolled beams, plate girders and box girders) ....................... 7-24
7.3.5 Through-Girders ........................................................................................................... 7-24
7.3.6 Trusses .......................................................................................................................... 7-25
7.3.7 Rigid Frames ................................................................................................................. 7-25
7.3.8 Pin and Hanger Structures ............................................................................................ 7-25
7.3.9 Steel Piers and Pier Caps .............................................................................................. 7-25
7.3.10 Railway Bridges .......................................................................................................... 7-25

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STEEL STRUCTURES

7.1 MATERIALS AND FABRICATION

7.1.1 Structural Steel Designations

AASHTO M270, Grade 50 shall generally be used for all structural steel. If the structure is to
remain uncoated and allowed to weather, AASHTO M270, Grade 50W should be used.

The structural steel designations shall be shown on the plans. The designations shall reference
AASHTO material specifications and include the applicable suffix codes. The suffix “T”
indicates a Non-Fracture Critical material whereas an “F” indicates a Fracture Critical material.
The “T” or “F” is followed by the appropriate AASHTO temperature zone for Connecticut,
which is “2.”

Examples:

Non-Fracture Critical Bridge Members AASHTO M270 Grade 50 T2

AASHTO M270 Grade 50 WT2

Fracture Critical Bridge Members AASHTO M270 Grade 50 F2

AASHTO M270 Grade 50 WF2

7.1.2 Coated and Uncoated Structural Steel (Rev. 04/19)

New structural steel bridges may be either coated or uncoated.

 Uncoated steel shall be weathering steel.

 Coated steel shall be either shop galvanized or metallized and top coated.

In order to reduce future maintenance, the use of coated steel should be minimized. Uncoated
weathering steel should be the first choice for structural steel bridges with life-cycle cost as a
consideration. The use of galvanizing or metallizing and top coating should also be considered
where the look of weathering steel is objectionable.

Weathering steel should be the first consideration for most bridges, especially those in rural
areas. The use of weathering steel in urban areas or where the bridge will be highly visible
shall be discussed with the Municipal Officials prior to its use. Weathering steel shall be
designated for all structural steel bridges over railroads.

Where the use of weathering steel is not appropriate, such as bridges subject to vehicular salt
spray, near a salt water environment, or a heavy industrial area, the use of galvanized steel
should be considered. Where the length of the structural steel members precludes use of

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galvanized steel, shop metallizing should be used. Shop metallizing shall include a colored
urethane top coat.

A paint only system shall only be used for existing structural steel bridges.

7.1.2.1 Uncoated Weathering Steel

Where weathering steel has been found to be appropriate in accordance with CTDOT
guidelines, its use should conform to the FHWA Technical Advisory T5140.22, “Uncoated
Weathering Steel in Structures,” dated Oct. 3, 1989, and amended as follows:

a. The design of weathering steel for bridges subject to vehicular salt spray, near a salt
water environment, or a heavy industrial area should incorporate modest increases in flange
plate thicknesses to allow for some minor section loss in the future.

b. The interior surfaces of box girders, including all structural steel components within
the box girders (such as diaphragms, cross-frames, connection plates, etc.) shall be painted
in accordance with the special provision, entitled “Structural Steel (Site No. ).” The
intermediate coat shall be white (Federal Standard 595 Color No. 27925) in order to
facilitate bridge inspection.

c. Whenever possible, unpainted weathering steel bridges must be designed to

eliminate deck joints. If deck joints cannot be eliminated, the areas adjacent to the joints
shall be protected from leakage. Generally, the ends of the beams directly under joints can
be metallized or painted for protection. For bridge decks that extend past the backwall and
integral abutments, beam ends need not be painted. The topcoat shall be Brown, Federal
Standard 595 Color No. 20062. The steel should be metallized or painted for a distance
approximately equal to one and one half times the depth of the girder on either side of the
joint. All structural steel components within this distance (such as diaphragms, cross-
frames, connection plates, stiffeners, etc.) shall also be painted.

The limits of the structural steel requiring painting shall be delineated on the plans.

d. Proper precautions should also be taken to minimize substructure staining for

construction conditions and the service life of the bridge. In general, this will include
providing catchments and diversion bars at all bearings and ensuring that the Contractor
adequately protects the substructure during construction.

e. Provisions should also be included to control vegetation growth under the structure
to reduce the moisture in the air that could have a detrimental effect on the structure.

7.1.2.2 Coated Structural Steel (Rev. 04/19)

In general, coated structural steel bridges shall be galvanized or metallized and top coated.
For existing bridges, when required, structural steel shall be prepared and coated in
accordance with the special provision, entitled “Structural Steel (Site No. ).”

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With the exception of major structures or architecturally or historically significant

structures, the choice of color for shop and field painting the top coat of steel, shall be
limited to the following:

a. Green - Federal Standard 595, Color No. 24172

b. Green - Federal Standard 595, Color No. 24277
c. Blue - Federal Standard 595, Color No. 26329

Blue shall be used for bridges that span over waterways. Green shall be used for bridges
that span over land or roadways.

The use of galvanized steel or metallizing should be considered in order to reduce future
maintenance obligations.

7.1.3 Fasteners (Rev. 04/19)

Fasteners shall be high-strength bolts conforming to the requirements of ASTM F3125 Grade
A325 or F3125 Grade A490.

On coated structures, the high-strength bolts shall conform to ASTM F3125 Grade A325, Type
1 and be hot-dipped galvanized in accordance with ASTM F2329 or mechanically galvanized
in accordance with ASTM B695, Class 55. On uncoated, weathering steel structures, the high-
strength bolts shall conform to ASTM F3125 Grade A325, Type 3 or ASTM F3125 Grade
A490, Type 3, although ASTM F3125 Grade A325 is preferred.

The high-strength bolt, nut and washer designations shall be shown on the plans. These
designations shall reference ASTM Specifications, and include types and grades where
applicable.

Generally, standard-sized holes shall be specified in the component parts of bolted

connections. Where design considerations permit, however, connections should be designed
to accommodate oversized holes to allow for potential enlargement of holes in the field where
necessary to facilitate field erection.

7.1.4 Welding

Welding of fracture critical and non-fracture critical structural steel members or components
for highway bridges shall conform to the AWS D1.5.

Welding of structural steel members or components, such as sign supports and inspection
platforms, shall conform to the AWS D1.1.

Welding symbols shall conform to the latest edition of AWS A2.4 - Standard Symbols for
Welding, Brazing and Nondestructive Examination.

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Fillet weld sizes shall be shown on the plans and shall conform to the sizes shown in BDM
[Division 3]. Generally, the minimum size fillet weld shall be 5/16 inch. Smaller welds may
be required for thin plates. Connections made with fillet welds placed on opposite sides of a
common plane of contact shall not be detailed with the weld-all- around symbol. Per the AWS
D1.5, “fillet welds deposited on opposite sides of a common plane of contact between two
parts shall be interrupted at a corner common to both welds.”

Weld symbols for complete penetration groove welds shall be specified, without dimensions,
by three capital letters, CJP. This allows the weld joint configuration and details to be
determined by the fabricator.

Non-destructive testing (NDT) of welds shall be specified with symbols, combined with the
welding symbols, for the welds requiring testing. The quantities of non-destructive testing
methods required for field welds shall be shown in the “Inspection of Field Welds” block on
the General Plan.

Multiple pass welds, inspected by the magnetic particle method, shall have each pass or layer
inspected and accepted before proceeding to the next pass or layer.

The welding specifications shall be shown on the plans.

7.1.5 Fabrication

7.1.5.1 General Requirements (Rev. 04/19)

Fabrication of structural steel members or components for highway bridges shall conform
to the LRFD [6].

The structural steel fabricator’s plant shall be certified by the AISC Quality Certification
Program. The certification requirements depend on the category of structure being
fabricated as follows:

For non-fracture critical members:

1. Bridge Fabricator Simple (SBR) or Bridge Component (CPT).

Typical work includes:
1. Bridge cross frames for straight bridges with skew angles less than 30 degrees
2. Highway sign structures
3. Bridge inspection catwalks
4. Grid decks
5. Scuppers
6. Expansion joints
7. Bearings

2. Bridge Fabricator Simple (SBR).

Typical work includes:

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1. Straight simple un-spliced rolled beams

3. Bridge Fabricator Intermediate (IBR).

Typical work includes:
1. Rolled beam with field or shop splices, straight or with radius over 500 feet
2. Built up I-shaped plate girder with constant depth except for dapped ends, with
or without splices, either straight or with radius over 500 feet
3. Built up I-shaped plate girder with variable depth, either straight or with a
radius over 1000 feet
4. Truss with a length 200 feet or less that is entirely pre-assembled at the verified
facility and shipped in no more than three sub-assemblies

4. Bridge Fabricator Advanced (ABR).

Typical work includes:
1. Tub or trapezoidal box girders, closed box girder bridges
2. Curved girders with radius under 500 feet
3. Large or non-preassembled trusses, arches
4. Moveable bridges
5. Cable stayed bridges

If the structure has fracture critical members or components, the fabricator’s plant shall
also be certified to produce fracture critical members in accordance with a fracture control
plan as defined by the AWS D1.5. A fabricator with this endorsement will have a suffix
“F” added to the above categories (Category IBR,F or Category ABR,F).

The certification requirements for specific components shall be shown on the plans.

7.1.5.2 Special Fabrication Requirements for Box Girders

Vacant

7.2 GENERAL DESIGN REQUIREMENTS

7.2.1 Structure Types

7.2.1.1 Cost Effective Span Lengths

The following are appropriate ranges of cost effective span lengths for various steel bridges
types:

COST EFFECTIVE SPAN

TYPE OF BRIDGE LENGTH
(ft)
Rolled Beams 50 to 90
Plate Girders 80 to 250
Box Girders 150 to 250

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The span lengths shown are for simple span bridges. For continuous bridges, these span
lengths can be assumed to be measured from dead load inflection points.

For spans over 250 feet, special design studies must be done. Plate and box girders may
still be the structure of choice since they provide redundancy. Other options are arches,
trusses or cable stayed bridges, although these structure types should be limited to very
long spans.

7.2.1.2 Non-Redundant Systems

Non-redundant systems such as girder and floor beam bridges should be avoided even
though they may have an initial lower cost. The reason for this is the lack of redundancy,
fatigue problems, and difficulties involved with future widening associated with these
types of structures.

The only situations where non-redundant bridges should be considered are in the case of
through-girder or through-truss spans where the minimum depth of the superstructure is
critical.

7.2.1.3 Box Girders

Generally, box girders should be considered only for very long spans. They should also be
investigated for use on curved roadways where torsional rigidity is required. Box girder
cross sections shall be a trapezoidal shape with webs sloped equally out from the bottom
flange. The webs shall be the same depth. The minimum web depth shall be 78 inches to
allow for inspection and maintenance inside the box girders. In general, box girders shall
be rotated so that the top and bottom flanges are parallel with the deck cross slope.

7.2.1.4 Short Spans

Rolled beam and girder type bridges may also be used for shorter spans at locations where
utilities must be supported between stringer lines.

7.2.2 Span Layout

7.2.2.1 Member Spacing

Member spacing should be maximized in order to reduce the number of members required
thereby reducing the costs for fabrication, shipping, erection and future maintenance.
However, in order to provide redundancy, a minimum of four stringer lines should be used
in a bridge cross section.

Generally, the most economical spacing for rolled beams is between 8 feet and 9.5 feet. It
is recommended that the minimum spacing for I-shaped plate girders and top flanges of
box girders be kept to 9 feet.

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7.2.2.2 Deck Overhang

The concrete deck overhangs, measured from the centerline of the fascia member, should
be limited to 4 feet or to the depth of the member, whichever is less. For deck overhangs
greater than 4 feet, the designer shall include requirements in the contract documents for
special forming requirements needed to prevent torsional rotation of the fascia member
during concrete placement. This rotation is caused by the effect of the typical forming
brackets used in construction.

7.2.2.3 Framing Geometry

Members should be laid out parallel and uniformly spaced as much as practical. If this is
unavoidable, the live load distribution factors, as outlined in the LRFD, shall not be used.
The designer should carefully investigate these situations to account for the variation in
live load and member stiffness.

7.2.3 Continuity

Continuous spans shall be used for all multiple span bridges. Provisions for thermal movement
of the bridge shall generally be made at or behind the abutments. For bridges on a grade,
provisions for thermal movement of the bridge shall generally be made at the high end of the
bridge.

7.2.4 Fatigue

7.2.4.1 General Requirements

The provisions in the LRFD shall be followed for the design of bridges. Fatigue
requirements shall apply to elements of steel members where the summation of the
calculated maximum live load tension stress and the dead load stresses results in net
tension.

7.2.4.2 Rolled Beams

7.2.4.2.1 Simple Spans with Cover Plates

For simple span rolled beams with cover plates, the cover plates shall be extended
approximately full length. The cover plates shall be fillet welded across the ends.

7.2.4.2.2 Continuous Spans with Cover Plates

For continuous span rolled beams with cover plates, the cover plates shall be terminated
with end welds in non-fatigue regions. For the bottom flange, the regions are near the
interior supports and, for the top flange, the regions are near the middle of the spans.

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7.2.4.3 Diaphragm Connection Plates

For all types of steel bridges, the design of the flanges should be based on Category C in
order to allow the welding of diaphragm connection plates to the flanges. If a preliminary
design does not satisfy the requirements of Category C, then one of the following options
should be followed:

a. The flange can be increased in size to reduce the live load stress range.

b. The location of flange splices can be changed to reduce the live load stress range.

c. The connection can be bolted to reduce it to a Category B detail.

Note: For option c, the weld of the connection plate to the web adjacent to the flange is
also a Category C detail, which is subject to virtually the same stress range, and
may also need to be bolted. For this reason, this option should be avoided.

7.2.5 Fracture Critical Bridge Members

7.2.5.1 Definitions

Fracture Control Plan (FCP) - The Fracture Control Plan is the materials testing and
fabrication provisions for Fracture Critical Members as outlined in the AWS D1.5.

Fracture Critical Member (FCM) - Fracture Critical members or member components are
tension members or tension components of bending members (including those subject to
reversal of stress), the failure of which would be expected to result in collapse of the bridge.
The designation “FCM” shall mean fracture critical member or member component.
Members and components that are not subject to tensile stress under any condition of live
load are not fracture critical.

Attachments - Any attachments welded to a tensile zone of a FCM member shall be

considered a FCM when any dimension of the attachment exceeds 4 inches in the direction
parallel to the calculated tensile stress in the FCM. Attachments shall meet all requirements
of the Fracture Control Plan.

Welds - All welds to FCM’s shall be considered fracture critical and shall conform to the
requirements of the Fracture Control Plan. Welds in compression members or compression
areas of bending members are not fracture critical.

7.2.5.2 General Provisions

All fracture critical members shall be identified on the plans. Each FCM shall be
individually designated on the plans by three capital letters, FCM, enclosed in a diamond.
Each portion of a bending member that is fracture critical including welds shall be clearly
described giving the limits of the FCM.

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Based on the definitions above, the following guidelines shall be followed for designation
of FCM’s on plans:

I-Shaped Girder Bridges - For longitudinal girder bridges, FCM components of the beams
shall be considered fracture critical if there are three or less girders in the bridge cross
section. This requirement does not apply to temporary stages in construction.

Box Girder Bridges - For longitudinal box girder bridges, FCM components of the beams
shall be considered fracture critical if there are two or less box girders in the bridge cross
section. For the case of a two-box girder cross section, the top flanges and the welds of the
webs to the top flanges shall not be considered fracture critical. This requirement does not
apply to temporary stages in construction.

7.2.6 Diaphragms and Cross-Sections

7.2.6.1 General Provisions

Intermediate and end bearing diaphragms and cross frames (cross members) shall be
provided for rolled beams, plate girders and box girders. They shall be designed and
located, unless otherwise noted, in accordance with the LRFD.

Intermediate cross members for rolled beams and plate girders shall preferably be placed
at the 0.4 point of end spans of continuous bridges and at the center of interior spans. If
practical, they should also be placed adjacent to a field splice. Cross members shall be
spaced as far apart as possible to limit the overall number but still satisfying the AASHTO
criteria. The need for cross members shall be investigated for all stages of construction.

7.2.6.2 Skewed Bridges

On bridges skewed less than 20 degrees, the intermediate diaphragms shall be placed in
line along the skew. On bridges skewed more than 20 degrees, intermediate cross members
shall be placed normal to the main members and staggered, not placed in a line, across the
width of the bridge.

7.2.6.3 I-Shaped Beams and Girders with Web Depth ≤ 4 feet

7.2.6.3.1 Intermediate Diaphragms

Channel members shall be typically used for end and intermediate diaphragms. For
intermediate diaphragms, the channel size shall be dependent upon the main member’s
depth. See the following table:

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Member DEPTH (in)* CHANNEL SIZE

21 - 24 C 12 x 20.7
27 - 30 C 15 x 33.9
33 - 36 MC 18 x 42.7

* Member depth is normal beam depth for rolled beams, actual web depth for plate
girders.

7.2.6.3.2 End Bearing Diaphragms

End bearing diaphragms are required at all abutments and at intermediate locations
where slab continuity is broken. These diaphragms shall preferably be channel sections
and should be designed as simple span members with vertical dead loads, and live loads
plus impact applied. The preferred channel size shall be C 15 x 33.9 and MC 18 x 42.7.
For bridges with severe skew angles or wide girder spacings, wide flange sections or
K-frames may be used in lieu of channels.

End diaphragms typically shall be placed along the centerline of bearings and be set on
a sloped line. A minimum clear distance of 12 inches shall be provided between end
diaphragms and front face of backwall.

The bridge skew angle shall be considered in determining the length of the end
diaphragm. Consideration shall be given to composite action in the design of all end
diaphragms. For both non-composite and composite end diaphragms, shear connectors,
7/8 inch diameter, with a maximum spacing of 12 inches, shall be welded to the top
flange of the end diaphragms.

7.2.6.4 I-Shaped Beams and Girders with Web Depths > 4 feet

7.2.6.4.1 Intermediate Diaphragms

Cross frames shall be used for intermediate diaphragms. Intermediate cross frames
shall be designed to satisfy the lateral wind load stresses and slenderness ratio, KL/r,
requirements outlined in the LRFD. When computing the AASHTO allowable
compressive stress, a value of 0.75 shall be used for the effective length factor, K.

The most economical intermediate cross frame considered for use shall be the X- type.
When additional bracing is required, K-type frames should also be considered. All
members shall be fabricated from equal leg angles or WT sections. Cross frames shall
be as deep as practical. The cross frame depth shall be constant to facilitate fabrication.

7.2.6.4.2 End Bearing Diaphragms

End bearing cross frames shall have a K-type configuration with a channel member
typically used at the top. All other members shall be equal leg angles or WT sections.

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The design of the top member shall follow that outlined for the end bearing diaphragms
in BDM [7.6.3.2]. The size of the end diaphragm’s bottom chord may be increased to
provide for future jacking of the girder ends. For both non-composite and composite
end bearing diaphragms, shear connectors, 7/8 inch diameter with a maximum spacing
at 12 inches shall be welded to top flange of top chord member.

7.2.6.5 Box-Girders

7.2.6.5.1 Intermediate Diaphragms

Intermediate cross frames, not required for the completed bridge, may be required for
construction purposes and shall be located and spaced as a matter of engineering
judgment. They may be installed as temporary members or left- in-place as permanent
members. Consideration shall be given to locate, at a minimum, intermediate cross
frames at the lifting points of each shipping piece, on each side of a field splice, and at
maximum positive moment sections. These cross frames shall be designed to satisfy
the construction load stresses and slenderness ratio requirements. Typical cross frame
configurations shall be the X and K types. All members shall be fabricated from the
equal leg angles.

7.2.6.5.2 End Bearing Diaphragms

For the design of simple and continuous bridges of moderate length supported by two
or more single cell boxes, LRFD requires internal diaphragms at each support to resist
transverse rotation, displacement and distortion. Intermediate cross members for these
types of bridges are not required. If plate diaphragms are used, they shall be connected
to the webs and flanges of the section. Access holes shall be provided.

7.2.7 Lateral Bracing

7.2.7.1 Requirements for I-Shaped Members

7.2.7.1.1 Design Requirements

For I-Shaped members, the need to laterally brace the bottom flanges shall be
investigated as per LRFD. Lateral bracing should be avoided whenever possible.
Reducing the cross frame spacing or modifying flange plate dimensions shall be
considered when attempting to eliminate the bracing.

Bracing members, if required, shall be designed to satisfy lateral wind load stresses and
slenderness ratio, KL/ r, requirements. The allowable fatigue stress ranges shall not be
exceeded at the connections. Warren type patterns with single members is
recommended.

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7.2.7.1.2 Detailing Requirements

Bracing members shall typically consist of equal leg angles or WT sections attached to
the flange or web via gusset plates, clip angles or WT sections. Gusset plates shall be
bent to accommodate the difference in elevation between girders. If it is not practical
to make connections to the flange, then connections shall be made to the web. Flange
connections shall not interfere with the web to flange welds.

The minimum thickness of gusset plates shall be 9/16 inches. The minimum size angle
used as a connecting or bracing member shall be L 4 x 4 x 5/16. Angles with unequal
legs should not be used.

The need to temporarily brace the compression flange for stability during erection shall
be investigated. This can be accomplished with intermediate diaphragms.

7.2.7.2 Requirements for Box Girders

7.2.7.2.1 Design Requirements

For box girders, generally no external lateral bracing should be required between the
box sections. To increase the torsional stiffness of an individual box section during
fabrication, erection and placement of the slab, permanent, internal lateral bracing
either full or partial length shall be placed at or near the plane of the top flanges.

Bracing members and their connections shall be similar to those for I-Shaped members.
The bracing shall be designed to resist the shear flow across the top of the section,
satisfying stress and slenderness ratio requirement. Warren type bracing without
transverse members should be considered because of efficiency. X-bracing patterns
should be avoided for economy.

Allowable fatigue stress ranges shall not be exceeded where the gusset plate attaches
to the flange or web.

7.2.8 Stiffeners

7.2.8.1 Bearing Stiffeners

7.2.8.1.1 Design Requirements

Rolled Beams - Bearing stiffeners are generally not required, but shall be provided
when the web shear stress at the reaction exceeds that permitted by AASHTO. The full
beam depth times the web thickness shall be used to compute the shear stress. When
bearing stiffeners are required, their design shall follow the provisions for plate girders.

Plate Girders - Bearing stiffeners shall be placed at all bearing locations and other
locations supporting concentrated loads.

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When computing the AASHTO allowable compressive stress for the stiffener plates, a
value of 0.75 shall be used for the effective length factor, K.

The stiffener plate to web fillet welds shall be designed to satisfy the total reaction and
the AWS D1.5. The weld size shall not be less than 5/16 inches. For skewed plates,
the AWS D1.5 design requirements for skewed joints should be considered when sizing
the welds.

7.2.8.1.2 Detailing Requirements

To simplify fabrication, the stiffener plates on any one structure should have the same
width and thickness. The minimum thickness of a stiffener plate shall be 9/16 inches.

Stiffener plates which act as connection plates shall be fillet welded to the top flange
and milled to bear and fillet welded to the bottom flange. To avoid possible warping
of the bottom flange, complete penetration groove welds should not be used to attach
the plate to the flange. When the plates are welded to the tension flange at interior
supports of continuous bridges, the allowable fatigue stress range shall not be exceeded
(see BDM [7.2.4]).

When the bearing stiffeners consist of two pairs of plates, they shall be offset
sufficiently to permit proper welding.

The stiffener plates shall be placed symmetrically over the bearings and be vertical
after the application of full dead loads.

7.2.8.2 Intermediate Transverse Stiffeners

7.2.8.2.1 Design Requirements

The design of intermediate transverse stiffeners shall be according to the LRFD.

If intermediate stiffeners are used, they shall be designed for one side of the web only,
for reasons of economy.

7.2.8.2.2 Detailing Requirements

To simplify fabrication, the stiffener plates on any one structure should have the same
width and thickness. The minimum thickness of a stiffener plate shall be 9/16 inches.

Intermediate stiffeners not supporting concentrated loads shall be detailed with a tight
fit against the compression flange and cut short at the tension flange. This will greatly
reduce the amount of labor for the installation of the stiffener. For stiffeners that are
also used as diaphragm connection plates, the requirements for diaphragm connection
plates shall be followed.

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The intermediate stiffeners shall be detailed on one side of the web. The use of
intermediate stiffeners on the outside face of exterior girders is not acceptable.

For details, see BDM [Division 3].

7.2.8.3 Longitudinal Stiffeners

7.2.8.3.1 Design Requirements

The design of longitudinal stiffeners shall be according to the LRFD. Generally, the
use of longitudinal stiffeners is discouraged. Longitudinal stiffeners are generally not
economical for spans less than 300 feet. If longitudinal stiffeners are used, for reasons
of economy, they shall be designed for one side of the web only. Butt splices in
longitudinal stiffeners shall be made before attachment to the web, and tested by the
ultrasonic method.

7.2.8.3.2 Detailing Requirements

Longitudinal stiffeners shall be welded to the web plates and cut back 3/4 inches when
interrupted by connection plates and bolted splices. The longitudinal stiffener need not
be made continuous across bolted splices.

7.2.9 Connections and Splices

7.2.9.1 General

Shop connections may be made by either bolting or welding. Generally, all field
connections should be made with high strength bolts. The use of field welding is
discouraged due to difficulties with achieving proper coatings in the field. Welded field
splices are not allowed.

7.2.9.1.1 Design Requirements

All bolted connections shall be designed as slip critical connections in accordance with
AASHTO LRFD. Connections on uncoated bridges and coated bridges shall be
designed with Class B surface conditions. Connections on Metallized bridges shall be
designed with Class B surface conditions and shall be unsealed only at the connection.
Connections on galvanized bridges shall be designed with Class C surface conditions.

In general, connections shall be designed with 7/8 inch diameter ASTM F3125 Grade
A325 high strength bolts.

7.2.9.1.2 Detailing Requirements

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The bolt diameter, hole size, bolt spacing and edge distances shall be shown on the
plans. The type of connection (slip critical) and the class of faying surfaces (Class B
or C) shall be specified on the plans.
To facilitate steel erection, only one type and diameter of bolt should be specified on
any one bridge. Splices should be designed as though oversized holes were to be used
to allow reaming in the field to facilitate fit-up. However, standard sized holes shall be
specified on the plans.

7.2.9.2 Bolted Splices

7.2.9.2.1 Detailing Requirements

The bolt diameter, hole size, bolt spacing and edge distances shall be shown on the
plans. The minimum thickness of web and flange splice plate shall be 9/16 inches.
Splice plates shall be detailed with a minimum edge distance of 2 inches. The
maximum distance between the ends of the members being spliced shall be 1 inch.

Location of shop and field splices is dependent upon such factors as design criteria,
available length of plates and members, transportation of members, erection and site
limitations, etc. Refer to BDM [1.3] on the transportation of members for additional
information and guidance.

7.2.9.3 Cross Member Connections

7.2.9.3.1 Design Requirements

The design of the connection of cross members shall be consistent with the design of
the members being attached. The connections for the end bearing cross members shall
be designed for the shear due to dead and live loads plus impact.

For intermediate diaphragm connections, the number of bolts should be kept to 4 on

each side of the diaphragm. In all cases, the number of bolts should be kept to a
minimum.

7.2.9.3.2 Detailing Requirements

In general, when detailing bolted connections, the size, number and general layout of
the bolts should be shown. Bolt hole spacing and edge distances should be left to the
fabricator.

Holes for end diaphragm connections shall be located parallel to the main member’s
web. Standard sized holes shall be used in the cross members while oversized holes,
unless otherwise noted, shall be used in the stiffener or connection plates. At one side
of a cross member, standard sized holes field drilled through the stiffener or connection
plate may be used as an alternate method for erection.

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Long slotted holes in the stiffener or connection plates shall be considered for erection
of intermediate cross members for girders adjacent to a stage construction line.

For bridges with skews more than 20 degrees, when the differential dead load
deflection of adjacent girders at any intermediate cross member connection is 3/4
inches or more, long slotted holes shall be detailed in the stiffener or connection plates
attached to the girder with the larger deflection. The following note should appear on
the plans when long slotted holes are used:

Bolts in long slotted holes shall only be finger-tightened prior to

pouring the deck slab and then fully-tightened immediately after
completing the pour.

Gusset plates shall be made rectangular to simplify fabrication.

Shop welds shall be made on one side, as much as practical, to avoid having to turn
over the cross member assemblies in the fabricating shop.

7.2.10 Composite Construction

7.2.10.1 Design Requirements

All structural members in contact with and supporting a concrete deck shall be designed
for composite action.

In general, 7/8 inch diameter stud type shear connectors shall be used for composite
construction. Spirals, angles or channel shear connectors are not permitted.

7.2.10.2 Detailing Requirements

The minimum height shear connector is 4 inches. The maximum height of unstacked shear
connectors is 8 inches. Stacked shear connectors shall be used at the locations where the
haunch depth exceeds 6 inches.

Shear connectors are typically welded to the members in the field. Field welding through
a mist coat of up to 2 mils of zinc primer is permissible.

Only the diameter of the shear connectors shall be shown on the plans. Shear connector
heights shall not be shown on the plans. The heights shall be determined after the erected
members have been surveyed and the haunch depths calculated.

On flange splice plates, one row of shear connectors shall be placed along the centerline of
the splice plates.

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7.2.11 Dead Load Deflection and Cambers

7.2.11.1 Simple Span Bridges

Dead load deflection and camber diagrams are not required for simple span bridges. Dead
load deflections and cambers shall be calculated at the mid-span of the structure for the
following listed items for each member and tabulated on the plans:

1. Structural Steel Deflections. Deflections due to the weight of the beams or girders,
including the diaphragms and bracing and calculated using the moment of inertia of the
steel section.

2. Additional Dead Load Deflections. Deflections due to the uncured concrete slab and
haunches, utilities, and any other loads supported by the steel section alone. These
deflections shall be calculated using the moment of inertia of the steel section.

3. Composite Dead Load Deflections. Deflections due to the parapets, curbs, sidewalks,
railings, bituminous concrete overlay and any other loads that are placed after the slab
has cured. This deflection shall be calculated using the moment of inertia of the
composite section with a modular ratio equal to 3 times that of the final section as
outlined in the LRFD.

4. Total Dead Load Camber. Camber required to compensate for the summation of the
structural steel, slab dead load and the composite dead load deflections listed above.

5. Vertical Curve Ordinate Camber. Camber required when the member falls within the
limits of a summit vertical curve. When the member falls within the limits of a sag
vertical curve, provisions for sag ordinates must be made within the concrete haunch
and shall not be specified in the camber table.

6. Extra Camber. Extra camber shall be provided when the grade of the roadway is on a
tangent grade or on a sag vertical curve and is computed as follows:

 Extra Camber (inch) = L / 100, where: L = Span Length (feet)

When the roadway is on a crest vertical curve, the extra camber is to be specified only
when it exceeds the vertical curve ordinate. In this case, the amount of extra camber to be
tabulated shall be only that portion in excess of the vertical curve ordinate.

7. Total Camber. The Total Camber is equal to the summation of all calculated cambers
and is that dimension to which the member is to be fabricated.

For a table for the dead load deflections and cambers, see BDM [Division 3].

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7.2.11.2 Continuous Span Bridges

Dead load deflections and cambers shall be tabulated for the following listed items for each
member and shown on the plans. The locations tabulated shall be the member bearing
points and points at equal spaces along the member at approximately 10 feet on center:

 Structural Steel Deflections: Same as for simple span bridges.

 Additional Dead Load Deflections: Same as for simple span bridges.

 Composite Dead Load Deflections: Same as for simple span bridges except that
composite section properties should be used for both positive and negative moment
regions.

 Total Dead Load Camber: Same as for simple span bridges but measured to a reference
line, which is a theoretical straight line in each span connecting the points located at the
top of the web at the centerlines of bearing.

 Vertical Curve Ordinate Camber: Same as for simple span bridges.

 Extra Camber: Extra camber shall not be provided for continuous bridges.

 Total Camber: The Total Camber is equal to the summation of all calculated cambers and
is that dimension to which the member is to be fabricated.

For a table for the dead load deflections and cambers, see BDM [Division 3]. A diagram
for dead load deflection shall not be shown. A total camber diagram shall be shown on the
plans. For details of a total camber diagram, see BDM [Division 3].

7.2.12 Bearings

For bearing requirements, see BDM [9].

7.2.13 Superstructure Jacking Requirements

7.2.13.1 Design Requirements

Provisions for jacking of the superstructure shall be provided at all locations that have
bearings that will require future maintenance. These bearings include all types other than
fixed bearings.

7.2.13.1.1 New Construction

At abutments, preference shall be given to widening of the bridge seat and providing
auxiliary jacking stiffeners so that jacks may be placed in front of the bearing to jack

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under the beam. Provision for massive diaphragms, which restrict access to the ends
of the beam and backwalls should be avoided.

At piers with continuous caps, preference shall be given to designing diaphragms for
jacking forces and providing auxiliary pads on pier caps.

Other unusual situations (i.e., piers consisting of individual columns under each girder)
will require special study and may require provisions for jacking from ground level.

7.2.13.1.2 Rehabilitation Projects

For superstructure replacements, jacking provisions shall be provided only if

economically viable. Jacking requirements should not be allowed to justify major
substructure modifications where the substructures are otherwise adequate.

Lift points shall be located adjacent to the bearings and may be on main or secondary
members. Preferably, lift points shall be over the bridge seats of abutments and the
tops of piers so that jacks may be founded on these components minimizing the need
for extensive temporary structures.

The jacking lift points shall be designed for the total dead load and the live load plus
impact. If there are more than 5 lines of girders, the jacking lift points shall be designed
for 150% of these values in order to jack individual girders in the future.

Superstructure and substructure members and components shall be strengthened as

required to support the jacking loads.

7.2.13.2 Detailing Requirements

Lift points shall be clearly identified on the plans. The dead and live loads required to jack
the bearing shall also be shown on the plans. If there are more than five lines of girders,
two sets of loads shall be shown. The loads shall be for simultaneous jacking of all girders,
and for jacking of individual girders. Additional stiffeners or brackets, if required, shall be
shown on the plans.

7.2.14 Inspection Hand Rails

When girders are 5 feet or more in depth, a safety hand bar shall be provided 42 inches above
the bottom flange for inspection access on both sides of all girders except the outside face of
fascia girders. The bar shall have a minimum diameter of 1 inch and shall be designed for a
minimum point load of 270 pounds.

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7.3 STRUCTURE TYPE SPECIFIC REQUIREMENTS

7.3.1 Rolled Beams

The use of rolled beams should be investigated for appropriate span lengths since the cost of
fabrication is significantly lower than equivalent I-shaped plate girders.

If cover plates are used on rolled beams, the width of the cover plate shall be narrower than
the flange. The minimum thickness of a cover plate shall be 9/16 inches. The ends of the
cover plates shall be rectangular in shape with rounded corners. Tapered end cover plates are
not permitted. The attachment of cover plates to rolled beams shall be made with fillet welds.
Rolled beams with cover plates, if used, shall be designed for fatigue. See BDM [7.2.4].

All fillet welds connecting the cover plate to the beam shall be non-destructively tested by the
magnetic particle method.

The plans shall clearly state that, if the cover plate is fabricated by butt welding two or more
plates together, the butt welds shall be non-destructively tested by the ultrasonic tested prior to
attaching the cover plate to the beam.

7.3.2 I-Shaped Plate Girders

7.3.2.1 Hybrid Girders

The design of hybrid I-shaped plate girders should be avoided.

7.3.2.2 Web Plates

The minimum thickness of web plates shall be 3/8 inches. Web plate depths shall be
specified in 2 inch increments.

In general, for plate girders with web depths less than 50 inches, unstiffened webs are more
economical. For web depths greater than 50 inches, the following alternates shall be
investigated for the web design to determine which is the most cost effective:

a. Fully stiffened web with minimum web plate thickness.

b. Unstiffened web.
c. Partially stiffened web with only a few stiffeners near supports.

In order to determine which of these alternates is most cost effective, the 1 to 4 rule should
be used. That is, if the web and flange material costs $1 per pound, then the connection
plate material costs $4 per pound.

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7.3.2.3 Flange Plates

The minimum thickness of flange plates shall be 3/4 inches to eliminate warping of the
plates when they are welded to the web. The flange plate widths shall be specified in 2
inch increments.

To minimize potential stability problems during various phases of construction, the

minimum width of flange plates shall be determined based on the maximum of the
following:

a. the length of the unsupported field piece divided by 85, or

b. 12 inches.

Flange width transitions shall generally be avoided. Flange plate thickness should be
varied instead. At flange plate transitions, the thickness of the thinner plate shall not be
less than ½ the thickness of the thicker flange.

The number and spacing of flange plate thickness transitions should be based on the total
cost of the finished girder. While numerous flange transitions will produce the lightest
girder, the fabrication costs for the splices may result in a higher total cost. The designer
should investigate eliminating flange transitions, especially where they are closely spaced.
As a rule, the approximate weight of flange material that should be saved in order to justify
the introduction of a flange transition is as follows:

M = 255 + 21A
M = Weight of steel, pounds
A = Cross sectional area of thinner flange plate, square inches

In order to eliminate shop welded butt splices, field splices should be located at flange plate
transitions.

7.3.2.4 Shop Splices

Shop flange splices shall be located a minimum of 6 inches from web splices.

Both web and flange splices shall be located a minimum of 6 inches from stiffeners and
connection plates.

This information on web and flange plate shop splices shall be shown on the plans.

7.3.3 Box Girders

7.3.3.1 Hybrid Girders

The design of hybrid box girders should be avoided.

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7.3.3.2 Web Plates

The minimum thickness of web plates shall be 3/8 inches. Web plate depths shall be
specified 6 inch increments.

7.3.3.3 Flange Plates

The minimum thickness of flange plates shall be 3/4 inches to eliminate warping of the
plates when they are welded to the web. A maximum flange plate thickness of 3 inches
shall be used for box girders.

The minimum is 2 inch increments.

Flange width transitions shall generally be avoided. Flange plate thickness may be varied
instead. At flange plate transitions, the thickness of the thinner plate shall not be less than
½ the thickness of the thicker flange.

The number and spacing of flange plate thickness transitions should be based on the total
cost of the finished girder. While numerous flange transitions will produce the lightest
girder, the fabrication costs for the splices may result in a higher total cost. The designer
should investigate eliminating flange transitions, especially where they are closely spaced.
As a rule, the approximate weight of flange material that should be saved in order to justify
the introduction of a flange transitions is as follows:

M = 255 + 21A
M = Weight of steel, pound
A = Cross sectional area of thinner flange plate, square inches

In order to eliminate a shop welded butt splice, field splices should be located at flange
plate transitions.

7.3.3.4 Shop Splices

Shop flange splices shall be located a minimum of 6 inches from web splices.

Both web and flange splices shall be located a minimum of 6 inches from stiffeners and
connection plates.

This information on web and flange plate shop splices shall be shown on the plans.

7.3.3.5 Bolted Field Splices

Where bolted field splices are called for, the splice shall be detailed to provide adequate
clearance for bolting the connections at the acute corners between the top flange and the
web for both bolts and splice plates.

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7.3.3.6 Fabrication Requirements

A minimum distance of 1 inch shall be provided between the outside face of the web and
the edge of the bottom flange as a holding shelf for the flux deposited by the welding
machine. At web stiffeners, provide a 1/2 inch clearance above a line 60 degrees from the
bottom flange to accommodate a traveling welding machine.

7.3.3.7 Access Manholes

Access manholes shall be provided in the end or bottom flange of box girders. These
manholes shall be located and detailed such that bridge inspectors can gain access without
the need for special equipment. The distance between the end diaphragm and the backwall
should be increased to a minimum of 2 feet when access is provided in the end diaphragms
of box girders. For access through the bottom flange, ladder supports shall be incorporated.
The preferred location for access is through the ends of the boxes.

The manholes shall have rounded corners fitted with a hinged cover and provided with an
appropriate locking system and all access doors shall open inward. When access is
provided through the end diaphragms, the access door should be covered with a steel wire
mesh to allow ventilation. If access manholes are provided through the bottom flange, the
access doors should be designed to be lightweight. Access holes shall be provided through
all solid diaphragms.

Stresses resulting from the introduction of access holes in steel members shall be
investigated and kept within all allowable limits.

7.3.3.8 Stay-In-Place Forms

Box girders shall be designed for the additional weight of remain-in-place forms placed
within the boxes to form the deck slab.

7.3.3.9 Drainage

In order to provide drainage of the inside of the box girder, 2 inch minimum diameter drains
shall be provided at the low end of the girder. The corners of all plates should be clipped
so as not to trap moisture inside the girder. Bridge deck drainage may extend vertically
through the girder but shall not be carried longitudinally within it.

7.3.3.10 Utilities

Gas, water and sewer lines are prohibited from being located within box girders. Electric,
telephone and cable companies should be discouraged from locating their lines within the
boxes. All utilities can generally be accommodated outside of and between the girders.

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7.3.4 Curved Girders (Includes rolled beams, plate girders and box girders)

When designing curved girder structures, designers must investigate all temporary and
permanent loading conditions, including loading from wet concrete in the deck pour, for all
stages of construction. Future re-decking must also be considered as a separate loading
condition. Diaphragms must be designed as full load carrying members. A three-dimensional
analysis representing the structure as a whole and as it will exist during all intermediate stages
and under all construction loading conditions is essential to accurately predict stresses and
deflections in all girders and diaphragms and must be performed by the designer.

The designer is responsible for assuring that the structure is constructable and that it will be
stable during all stages and under all loading conditions. To achieve this end, the designer
must supply basic erection data on the contract plans. This information must include, but is
not limited to, the following:

• Pick points and reactions at pick points for all girder sections.

• Temporary support points to be used during all stages and loading conditions, and reactions
for which support towers should be designed at all of these points.

• Deflections to be expected in all girders under all conditions of temporary support and
under all anticipated loading conditions.

• Direction pertaining to the connection of diaphragms to assure stability during all

temporary conditions.

Specifications prepared for this work must require the Contractor to submit full erection plans,
prepared and stamped by a Professional Engineer registered in the State of Connecticut, for
review by the CTDOT. These plans will be reviewed by the designer as a working drawing
and comments forwarded from the Office of Engineering to the District Engineering Manager
having jurisdiction over the project for transmittal to the Contractor. The designer’s review
must ensure that all information given on the Contract plans has been accurately accounted for
in the Contractor’s erection plans.

The designer shall provide any such additional information, up to and including full erection
plans in the Contract documents as directed by the CTDOT.

Further design information for curved structures is contained in the AASHTO Guide
Specifications for Horizontally Curved Steel Girder Highway Bridges.

7.3.5 Through-Girders

Vacant

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7.3.6 Trusses

Vacant

7.3.7 Rigid Frames

Vacant

7.3.8 Pin and Hanger Structures

The design of pin and hanger structures is not allowed.

7.3.9 Steel Piers and Pier Caps

Vacant

7.3.10 Railway Bridges

Vacant

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SECTION 8
DECKS AND DECK PROTECTIVE SYSTEMS

TABLE OF CONTENTS

8.1 DECK TYPES ....................................................................................................................... 8-1

8.1.1 General ............................................................................................................................ 8-1
8.1.2 Cast-In-Place Concrete Decks ........................................................................................ 8-1
8.1.2.1 Materials (Rev. 04/19).............................................................................................. 8-1
8.1.2.2 Design (Rev. 04/19) ................................................................................................. 8-1
8.1.2.3 Minimum Slab Thickness (Rev. 03/05) ................................................................... 8-1
8.1.2.4 Haunches .................................................................................................................. 8-1
8.1.2.5 Reinforcement Details ............................................................................................. 8-2
8.1.2.5.1 Main Reinforcement Placed Perpendicular to Traffic ...................................... 8-2
8.1.2.5.2 Main Reinforcement Placed Parallel to Traffic ................................................ 8-2
8.1.2.5.3 Cover Requirements (Rev. 03/05) ..................................................................... 8-2
8.1.2.5.4 Splices ............................................................................................................... 8-2
8.1.2.5.5 Tie Down Bars .................................................................................................. 8-2
8.1.2.6 Construction Joints................................................................................................... 8-3
8.1.2.7 Forming (Rev. 04/19) ............................................................................................... 8-3
8.1.2.8 Deck Pouring Sequence ........................................................................................... 8-3
8.1.3 Adjacent, Transversely Post-Tensioned, Prestressed Box Members (Rev. 04/19) ....... 8-4
8.1.4 Precast Concrete Deck Panels ......................................................................................... 8-4
8.1.5 Bridge Grid Decking ....................................................................................................... 8-4
8.1.6 Aluminum Bridge Decks ................................................................................................ 8-4
8.2 DECK PROTECTIVE SYSTEMS ........................................................................................ 8-4
8.2.1 Highway Bridges ............................................................................................................ 8-4
8.2.1.1 General ..................................................................................................................... 8-4
8.2.1.2 Concrete Decks (Rev. 04/19) ................................................................................... 8-4
8.2.1.3 Other Deck Types .................................................................................................... 8-6
8.3 FINISHED DECK AND GRADE ELEVATIONS ............................................................... 8-6
8.3.1 General ............................................................................................................................ 8-6
8.3.2 Finished Deck Elevations (Rev. 04/19) ........................................................................... 8-6
8.3.3 Finished Grade Elevations .............................................................................................. 8-6

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DECKS AND DECK PROTECTIVE SYSTEMS

8.1 DECK TYPES

8.1.1 General

A deck is defined as a component, with or without a wearing surface, which supports wheel
loads directly and is supported by other components.

8.1.2 Cast-In-Place Concrete Decks

8.1.2.1 Materials (Rev. 04/19)

Refer to BDM [6].

8.1.2.2 Design (Rev. 04/19)

The design of cast-in-place reinforced concrete decks using the empirical design method
described in the LRFD [9.7.2] is not permitted.

Cantilever deck overhangs shall be designed in accordance with LRFD for truck and
railing loads. For deck overhang limits, see BDM [6] and [7].

8.1.2.3 Minimum Slab Thickness (Rev. 03/05)

The minimum thickness of a cast-in-place concrete deck slab shall be 8.5 inches. The cover
to the top mat of reinforcement shall be 2.5 inches. The top 0.5-inch shall be included in
calculations as dead load only. It should be assumed to be sacrificial and not included as
a permanent part of the deck for design purposes.

8.1.2.4 Haunches

The minimum haunch depth shall be 1 inch (2 inches for prestressed bulb tees) measured
from the top of the top flange of the member to the bottom of the slab. For members with
splices, the top of the member shall be the top of the splice plate. A deeper haunch may be
required when the width of the top flange of a member exceeds 1.33 feet due to the cross
slope of the slab. Changes in flange plate thicknesses and allowable camber tolerances
shall be taken into consideration when determining the haunch depth to use in calculations.

Haunches with thicknesses less than 4 inches do not require reinforcement. Haunches with
thicknesses from 4 inches to 6 inches shall be reinforced as shown in BDM [Division 3].
Reinforcement for haunches with thicknesses greater than 6 inches shall be detailed by the
designer.

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8.1.2.5 Reinforcement Details

8.1.2.5.1 Main Reinforcement Placed Perpendicular to Traffic

For decks with a skew angle less than or equal to 20 degrees, the main reinforcement
shall be placed on the skew. For decks with skew angles greater than 20degrees, in
general the main reinforcement shall be placed perpendicular to the centerline of the
structure.

At acute corners of the deck, when the skew angle exceeds 20degrees, additional
reinforcement shall be placed parallel to the end of the slab with appropriate increase
in slab thickness.

Additional distribution reinforcement shall be placed midway between the top and
bottom longitudinal bars at the end of decks. The bar size and length shall be as
follows:

 for spans up to 50 feet................................................Use #5 x 5 feet

 for spans over 50 feet and up to 80 feet .....................Use #5 x 8 feet
 for spans over 80 feet.................................................Use #5 x 10 feet

8.1.2.5.2 Main Reinforcement Placed Parallel to Traffic

Main reinforcement parallel to traffic shall be designed in accordance with LRFD.

8.1.2.5.3 Cover Requirements (Rev. 03/05)

The minimum concrete cover over top reinforcement shall be 2.5 inches. The minimum
concrete cover over bottom reinforcement shall be 1 inch.

8.1.2.5.4 Splices

Splices for all deck reinforcement, both longitudinal and transverse, shall be shown on
the plans. A minimum of 1 splice shall be detailed for the transverse reinforcement.
The use of mechanical connectors to splice reinforcement is permitted when lap splices
cannot be accommodated and more than 1 inch of cover is provided. For additional
information, see BDM [6].

8.1.2.5.5 Tie Down Bars

Tie down bars aid in supporting and anchoring the mats of deck reinforcement. Tie
down bars shall be shown on the plans.

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8.1.2.6 Construction Joints

Construction joints to facilitate deck construction are permitted. Transverse construction

joints are typically required when a sequence of pours is necessary. Longitudinal
construction joints may be required for stage construction. Decks adjacent to construction
joints shall be properly designed and supported for all loading conditions. The members
supporting the deck adjacent to the construction joints shall also be investigated to ensure
that they are adequate for all loading conditions. Closure pours may be detailed for stage
construction conditions where large differential deflection is anticipated.

8.1.2.7 Forming (Rev. 04/19)

Typically, forms for the construction of cast-in-place concrete bridge decks may be
removable or stay-in-place metal forms. Prestressed concrete stay-in-place forms may be
used only with the written approval of the CTDOT.

The use of stay-in-place metal forms is permitted in all but the following locations:

• Under cantilever slabs such as the overhang outside of fascia girders.

• Under longitudinal deck joints between median girders
• A bridge less than 15 feet above mean high water level of a salt-laden body of
water.

For all bridges where stay-in-place metal forms are permitted, the designer shall include
the provision in his design calculations for the stay-in-place metal forms. All affected
members shall be designed to carry the additional dead load of the stay-in-place forms.
Lightweight foam filler shall be used to fill valleys of the stay-in-place forms. The cover
for the bottom reinforcements shall be measured from the top of the stay-in-place metal
forms. Welding of stay-in-place metal form supports to tension zones in girder top flanges
is not allowed. The Designer shall clearly identify on the structural steel plans all top
flange tension zones where welding of stay-in-place form supports is not permitted.

For all bridges for which stay-in-place metal forms are permitted, girder deck load
deflection and camber calculations shall include the estimated weight of stay-in-place
forms with foam valley fillers. Where stay-in-place metal forms are provided, the designer
must note the assumed uniform weight of the stay-in-place metal forms on the bridge plans.

8.1.2.8 Deck Pouring Sequence

For bridges with continuous members, cast-in-place concrete decks shall be placed in
sequence. The sequence of pouring concrete shall be shown on the plans and include the
following:

 sections in which the deck is to be poured,

 sequence in which the sections are to be poured,

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 direction of pouring each section, and

 minimum compressive strength the concrete in each section must obtain prior to
placing concrete in other sections.

Additionally, the following note shall be shown on the plans:

A deck pouring sequence different from that shown may not be used without the
prior approval of the Engineer.

8.1.3 Adjacent, Transversely Post-Tensioned, Prestressed Box Members

(Rev. 04/19)

Vacant

8.1.4 Precast Concrete Deck Panels

Vacant

8.1.5 Bridge Grid Decking

Vacant

8.1.6 Aluminum Bridge Decks

Vacant

8.2 DECK PROTECTIVE SYSTEMS

8.2.1 Highway Bridges

8.2.1.1 General

The decks of all bridges, both new and rehabilitated, shall be protected from damage,
deterioration and corrosion due to deicing salts.

8.2.1.2 Concrete Decks (Rev. 04/19)

The preferred method to protect cast-in-place and precast concrete decks consists of using
galvanized reinforcement and a membrane waterproofing protected with a bituminous
concrete overlay.

The standard membrane waterproofing shall be "Membrane Waterproofing (Cold Liquid

Elastomeric)." The membrane waterproofing for existing bridge decks with an anticipated
remaining life of less than 20 years may be “Membrane Waterproofing (Woven Glass Fabric).”

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If during construction, a temporary condition is required to restore traffic, the following shall
apply:
 Temporary pavement is required
o Not intended for winter shutdown
 Apply bond breaker to deck and apply temporary pavement
 For final pavement, remove temporary pavement and apply
“Membrane Waterproofing (Cold Liquid Elastomeric)”
o Intended for winter shutdown
 Apply “Penetrating Sealer Protective Compound” to concrete, bond
breaker and temporarily pave.
 In spring, remove temporary overlay, apply “Membrane
Waterproofing (Cold Liquid Elastomeric)”
 Temporary pavement is not required
o Allow traffic to ride on bare deck and/or aggregated “Membrane
Waterproofing (Cold Liquid Elastomeric).” Pave as soon as possible.

This membrane shall be protected by a bituminous concrete overlay. The minimum thickness
of the bituminous overlay atop the membrane waterproofing shall be 3 inches on all new
bridges as well as all existing bridges that have adequate load carrying capacity. The designer
shall consult with the CTDOT for final verification of pavement type and determination of
Traffic Level for the top course.

Existing bridges that do not have adequate load carrying capacity for a 3-inch overlay shall
receive a 2.5-inch thick bituminous concrete overlay. The designer shall consult with the
CTDOT for final verification of pavement type and determination of Traffic Level for the top
course.

On new decks where it is necessary to increase the overlay thickness to obtain the proper
profile and cross-slope, such as bridges composed of adjacent box members, the
bituminous overlay shall have a top and bottom course, and an intermediate wedge course.
The bottom course of bituminous concrete shall be a uniform 1-inch thick. The
intermediate wedge course shall vary in thickness to achieve the desired profile and cross-
slope. A detail and/or note shall be included on the plans providing pavement lift
requirements for intermediate wedge courses. The top or finish course shall be a uniform
2-inch thick. The hot mix asphalt mix design to be used for the intermediate wedge course
will be determined by the CTDOT based on the minimum and maximum thicknesses
required.

Weepholes shall be provided in cast-in-place concrete decks to drain the membrane and
overlay interface. Weepholes shall be placed along gutterlines adjacent to deck joints at
the low end of spans on the low side of cross slopes. Weepholes shall outlet on the inside
of fascia members. The outlet pipe of the weephole shall be extended as required so as not
to drain onto the superstructure members and components. Weepholes shall not be located
over travel lanes, shoulders, sidewalks, parking areas, or in spans over railroad tracks.
Where easily achieved during rehabilitation projects, existing weepholes should be

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plugged and paved over when not in accordance with these requirements.

Other methods to protect concrete decks such as using a cathodic protection system or latex
modified concrete may only be used with the written approval of the CTDOT.

8.2.1.3 Other Deck Types

Vacant

8.3 FINISHED DECK AND GRADE ELEVATIONS

8.3.1 General

All elevations necessary for construction of the deck and placement of the bituminous concrete
overlay shall be shown on the plans.

Bridges located at merging and diverging roadways shall be carefully detailed with the
dimensions and elevations necessary for construction.

8.3.2 Finished Deck Elevations (Rev. 04/19)

For cast-in-place concrete decks, finished deck elevations and member deflections shall be
tabulated at member bearing points and at points equally spaced along the members at
approximately ten feet on center or at tenth points along the span, whichever is greater. The
finished deck elevations are those elevations on the top of the concrete deck. The tabulated
member deflections are those deflections due to all dead loads except the selfweight of the
members and cross members. These elevations and deflections are to be used to calculate
haunch depths.

For precast concrete deck panels, deck elevations shall be tabulated at edges of the panels at
the panel joints. The deck elevations are those elevations on the top of the concrete panel.

8.3.3 Finished Grade Elevations

Finished grade elevations are those elevations on top of the final riding surface (such as the
bituminous concrete overlay). On all bridges, the finished grade elevations shall be shown at
the following points:

 the intersection of the point of application of grade line with the deck joints and ends of
slabs,

 the intersection of the gutter lines with the deck joints and ends of slabs, and

 the intersection of the cross slope breaks at the shoulders with the deck joints and ends of
slabs.

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SECTION 9
BEARINGS

TABLE OF CONTENTS

9.1 GENERAL ............................................................................................................................. 9-1

9.1.1 Skew Effects ................................................................................................................... 9-1
9.1.2 Curvature Effects ............................................................................................................ 9-1
9.1.3 Temperature Range ......................................................................................................... 9-2
9.1.4 Coefficient of Thermal Expansion .................................................................................. 9-2
9.1.5 Seismic ............................................................................................................................ 9-2
9.1.6 Single Span Bridges ........................................................................................................ 9-2
9.1.7 Multi-Span Bridges ......................................................................................................... 9-2
9.2 BEARING SPECIFIC DESIGN REQUIREMENTS ............................................................ 9-2
9.2.1 Steel Reinforced Elastomeric Bearings .......................................................................... 9-2
9.2.1.1 Steel Bridge Beams .................................................................................................. 9-3
9.2.1.2 Prestressed Concrete Bridge Beams ........................................................................ 9-3
9.2.2 Cotton Duck Reinforced Bearings with PTFE Slider ..................................................... 9-3
9.2.3 High Load Multi-Rotation Bearings ............................................................................... 9-4
9.2.4 Steel Fixed Bearings ....................................................................................................... 9-4

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BEARINGS

9.1 GENERAL

Bearings are structural devices that transmit loads from the superstructure to the substructure.
Bearings may also be required to allow for horizontal movement due to temperature and time
dependent causes, allow rotation due to loads on the superstructure, and transmit seismic forces
from the superstructure to the substructure. The selection and layout of bearings shall be consistent
with the proper functioning of the bridge.

Bearings may be fixed or movable as required for the bridge design. Movable bearings may
include guides to control the direction of translation. Fixed and guided bearings shall be designed
to resist all loads and restrain unwanted translation. Keeper blocks may also be used to restrain
some of these loads.

Combinations of bearing types should not be used at the same line of bearing. Differing deflection
and rotational characteristics may result in damage to the bearings or structure.

Several bearing types are recommended below for different situations. Other bearing devices may
be used, provided that they have been approved by the CTDOT.

9.1.1 Skew Effects

Provisions shall be made in the bearing design for both lateral and longitudinal movement
based on the geometry of the deck, the layout of the deck expansion joints and keeper
assemblies. For bridges with complicated deck configurations, a thermal expansion analysis
of the deck should be done in order to determine the thermal movements relative to the bridge
bearings. The geometry of the deck, not the structural framing, should be the basis for the
expansion analysis. For narrow bridges where the effects are minimal, transverse expansion
may be neglected.

9.1.2 Curvature Effects

For curved superstructures, provisions shall be made in the alignment of bearing guides and
keeper blocks for both lateral and longitudinal movement based on the geometry of the deck
and the layout of the deck expansion joints. Generally, the direction of movement of the
superstructure may be assumed to be parallel to the chord of the deck centerline taken from the
joint to the neutral point of the superstructure. The neutral point is defined as the point where
no thermal movement occurs.

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9.1.3 Temperature Range

The temperature range used for the calculation of thermal movement at bearings shall be 120°F.
This temperature range is based on a mean low temperature of -10°F and a mean high
temperature of +110°F. The median temperature for design of bearings shall be +50°F.

9.1.4 Coefficient of Thermal Expansion

For the design of bearings, a coefficient of thermal expansion (α) shall be taken as 6.4x10-6
inches per ºF. This equates to approximately 2.75-inch total movement for a 300 foot long
bridge.

9.1.5 Seismic

If the bridge is designed for seismic events, the bearings may be designed to transmit seismic
forces from the superstructure to the substructure. The movement due to seismic forces shall
be accommodated in the design of the bearings. It is important that the bearing remain stable
under the maximum anticipated bridge displacement during the seismic event. For
requirements for the design of seismic isolation bearings, see BDM [3].

Rocker type bearings should not be used due to the high susceptibility of overturning during
seismic events.

9.1.6 Single Span Bridges

The design of single span bridges may be based on providing elastomeric expansion bearings
at both ends of the superstructure if the grade of the roadway is less than 5%. The designer
should incorporate keeper assemblies in order to maintain alignment of the superstructure.
Designs of this nature will reduce the amount of expansion at the bearings and deck joints. For
simple span bridges, with a fixed and an expansion bearing, the fixed bearing should be located
at the low end of the structure.

9.1.7 Multi-Span Bridges

The design and layout of bearings in multi-span bridges should be based on the design of the
deck expansion joints, the capacity of the bearings to accommodate the anticipated loads and
movement, and the seismic design of the substructure where applicable.

9.2 BEARING SPECIFIC DESIGN REQUIREMENTS

9.2.1 Steel Reinforced Elastomeric Bearings

Steel reinforced elastomeric bearings should be the first bearing of choice for any bridge
bearing due to the low initial cost and the low future maintenance costs. These bearings should
be considered for low to moderate load situations.

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Steel reinforced elastomeric bearings may be designed as either rectangular or round. Round
elastomeric bearings should be considered where significant movement occurs in both the
longitudinal and transverse direction.

If the shearing force in the bearing is less than 20% of the minimum vertical load on the
bearing, the interface of the bearing and the concrete bearing seat should not be attached or
bonded. For cases where the shearing force is greater, the following possibilities should be
investigated:

a. The bearing should be redesigned to attempt to reduce the shearing force.

b. The bearing should be shop vulcanized under heat and pressure to a bottom steel plate that
is anchored to the substructure.

c. A PTFE slider type bearing can be considered.

Steel reinforced elastomeric bridge bearings should only be designed with virgin neoprene not
natural rubber.

Holes for anchor bolts shall not pass through the elastomeric bearing. If anchor bolts are
required, then the bolts shall be located outside the limits of the bearing.

9.2.1.1 Steel Bridge Beams

For the design of steel bridge beams, the top of the bearing should be vulcanized under
heat and pressure to a steel top plate to facilitate installation. The top plate should be bolted
to a beveled sole plate. Field welding should be avoided due to the possibility of damage
to the elastomer during welding.

9.2.1.2 Prestressed Concrete Bridge Beams

For prestressed concrete bridge beams without steel sole plates, if the grade of the roadway
is less than 5% the bearings may be manufactured with a sloping top surface provided that
the internal steel reinforcement plates are parallel and level.

9.2.2 Cotton Duck Reinforced Bearings with PTFE Slider

Cotton Duck fabric reinforced elastomeric bearings should be considered for locations with
low to moderate loads combined with moderate to high movement.

The movement due to expansion is accommodated between the PTFE and the slider plate. The
PTFE material should be bonded to the top surface of the bearing. The slider plate shall be
welded to a top plate or the beveled sole plate.

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9.2.3 High Load Multi-Rotation Bearings

High Load Multi-Rotational bearings should be considered for locations with moderate to high
loads combined to moderate to high movement. The designer should not completely design
high load multi-rotational bearings for each location; however, a preliminary design should be
done to determine the rough overall dimensions of the bearing. The specifications for high
load multi-rotational bearings require that the Contractor or his Fabricator design the specific
bearings based on the type of bearing that is supplied.

The sealing rings used to secure the elastomer disc within the pot shall be round in cross
section. Flat rings will not be allowed due to problems with leakage of the elastomer.

9.2.4 Steel Fixed Bearings

Steel bearings may be used where no movement is necessary and where the only rotation is in
the transverse axis of the bridge. A 0.125-inch thick, 90 durometer random fabric pad should
be used to seat the steel masonry plate on the concrete substructure bearing pad. For steel
bridge beams, the anchor bolts for the bearing should not pass through the flange of the beam.

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SECTION 10
DECK JOINTS

TABLE OF CONTENTS

10.1 GENERAL ......................................................................................................................... 10-1

10.1.1 Location of Joints........................................................................................................ 10-1
10.1.2 Skew Effects ............................................................................................................... 10-1
10.1.3 Curvature Effects ........................................................................................................ 10-1
10.1.4 Temperature Range ..................................................................................................... 10-2
10.1.5 Coefficient of Thermal Expansion .............................................................................. 10-2
10.1.6 Movement Due to Seismic Events .............................................................................. 10-2
10.2 TRANSVERSE JOINTS (Rev. 04/19)............................................................................... 10-2
10.2.1 Fixed Joints ................................................................................................................. 10-2
10.2.2 Expansion Joints ......................................................................................................... 10-2
10.2.2.1 Box Culverts and Rigid, Buried Structures.......................................................... 10-2
10.2.2.2 Span Bridges ........................................................................................................ 10-2
Joints with Thermal Movement Range (TMR) Up to 1 ½ Inches ................................. 10-2
10.2.2.2.1 Joints with Thermal Movement Range (TMR) above 1 ½ Inches up to 3 Inches
........................................................................................................................................ 10-3
10.2.2.2.2 Joints with Thermal Movement Range (TMR) between 3 Inches and 4 Inches
(Rev. 04/19) .................................................................................................................... 10-5
10.2.2.2.3 Joints with Thermal Movement Range (TMR) > 4 Inches ........................... 10-5
10.2.2.2.3.1 Joints at Abutments ................................................................................ 10-5
10.2.2.2.3.1.1 Modular Joints ................................................................................ 10-5
10.2.2.2.3.1.2 Finger Joints .................................................................................... 10-5
10.2.2.2.3.2 Joints at Piers ......................................................................................... 10-5
10.2.2.2.3.2.1 Modular Joints ................................................................................ 10-5
10.2.2.2.3.2.2 Finger Joints .................................................................................... 10-6
10.2.2.2.4 Joints at Skewed Bridges .............................................................................. 10-6
10.2.2.2.4.1 Asphaltic Plug Expansion Joints............................................................ 10-6
10.2.2.2.4.2 Preformed Silicone Joint Seals .............................................................. 10-6
10.2.2.2.4.2.1 V-shaped Silicone Joint Seals ......................................................... 10-6
10.2.2.2.4.2.2 Foam-Supported Silicone Joint Seals ............................................. 10-7
10.3 LONGITUDINAL JOINTS ............................................................................................... 10-7

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10.3.1 Deck Joints .................................................................................................................. 10-7

10.3.2 Concrete Median Barrier............................................................................................. 10-8
10.4 JOINT SPECIFIC DESIGN REQUIREMENTS ............................................................... 10-8
10.4.1 Asphaltic Plug Expansion Joint System ..................................................................... 10-8
10.4.2 Elastomeric Concrete Headers with Preformed Joint Seal (Rev. 04/19) .................... 10-8
10.4.3 Reinforced Concrete Headers with a Neoprene Strip Seal (Rev. 04/19) .................... 10-8
10.4.4 Modular Expansion Joints........................................................................................... 10-8

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DECK JOINTS

10.1 GENERAL

The selection and layout of deck joints shall allow for deformations due to temperature and time
dependent causes, be consistent with the proper functioning of the bridge, be able to stand up to
vehicular live load, and provide a water tight seal to prevent roadway runoff from falling on the
structural members below.

The number of movable deck joints in a structure should be minimized. Continuous

deck/superstructure systems should be used and, where appropriate, integral bridges.

Several joint types are recommended below for different situations. Other joints may be used,
provided that CTDOT has approved them.

10.1.1 Location of Joints

Deck joints should be avoided at or near points of sag vertical curves.

Deck joints at abutments shall be located behind the abutment backwall so that any leakage of
the joint would not damage the structural elements below. An exception to this may be for
modular joints where future maintenance is required. In this case, the joint may have to be
placed in front of the backwall.

Generally, open finger joints shall only be used behind the abutment backwall where the water
and debris can be intercepted by a concrete drainage structure. (See BDM [Division 3])

10.1.2 Skew Effects

Provisions shall be made in the joint design for both lateral and longitudinal movement based
on the geometry of the deck and the design of bearings and keeper assemblies. For bridges
with complicated deck configurations, a thermal expansion analysis of the deck should be done
in order to determine the thermal movements relative to the bridge joints.

10.1.3 Curvature Effects

For curved superstructures, provisions shall be made in the joint design for both lateral and
longitudinal movement based on the geometry of the deck and the design of bearings.
Generally, the direction of movement of the superstructure may be assumed to be parallel to
the chord of the deck centerline taken from the joint to the neutral point of the superstructure
as defined in BDM [9.1.2].

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10.1.4 Temperature Range

The temperature range used for the calculation of thermal movement of deck joints shall be
120°F. This temperature range is based on a mean low temperature of -10°F and a mean high
temperature of +110°F. The median temperature for design of joints shall be +50°F.

10.1.5 Coefficient of Thermal Expansion

For the design of deck joints, a coefficient of thermal expansion shall be taken as 6.4x10 6/ºF.
This equates to approximately 2¾” total movement for a 300-foot long bridge.

10.1.6 Movement Due to Seismic Events

If the bridge is designed for seismic events where significant movement is important to the
proper function of bridge elements (such as seismic isolation bearings), the movement due to
seismic forces shall be accommodated in the design of the joints. For other bridges, the joint
need not be designed for seismic movement, and should not be designed to survive the seismic
event undamaged.

10.2 TRANSVERSE JOINTS (Rev. 04/19)

10.2.1 Fixed Joints

For fixed joints at abutments and piers, an asphaltic plug joint is preferable to a sawed
and sealed joint.

Although the asphaltic plug joint is more expensive than a sawed and sealed joint to install and
is prone to rutting under heavy wheel loads and shoving under heavy braking forces, it handles
settlement at abutments better and the exact placement of the joint is not so critical to its
functioning.

10.2.2 Expansion Joints

10.2.2.1 Box Culverts and Rigid, Buried Structures

It is not recommended to install transverse joints in the pavement for buried structures.

10.2.2.2 Span Bridges

Joints with Thermal Movement Range (TMR) Up to 1 ½ Inches

For deck joints at or beyond the back of the abutment backwall, first
consideration shall be given to specifying an asphaltic plug expansion joint.
Include a table on the plans specifying the thermal movement range at all
asphaltic plug joint locations.

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For joints located over the bridge seat or over pin and hanger expansion devices,
specify a preformed joint seal secured between elastomeric concrete headers.
Include a table on the plans specifying three products and corresponding
installation information.

See the Guide Sheets for typical details. The Designer is responsible for modifying
these sheets as applicable for each project. For guidance on selecting and specifying a
preformed joint seal, see 10.2.2.2.1.

Where one or more of the following conditions exist, the asphaltic plug expansion joint
may not be appropriate:

 Heavy wheels from trucks may cause rutting

 Frequent braking forces from traffic are likely to shove the pavement
 The span contributing to expansion exceeds 100 feet
 The skew of the joint, in combination with the thermal movement range, exceeds
the manufacturer’s recommendation for the joint
 The combined grade and cross slope of the roadway is greater than 6%

10.2.2.2.1 Joints with Thermal Movement Range (TMR) above 1 ½ Inches

up to 3 Inches

Specify a preformed joint seal secured between elastomeric concrete headers or

between two concrete surfaces. Include a table on the plans specifying three
products and corresponding installation information.

To install a preformed joint seal, there must be a joint gap in which to secure the
sealing gland. This gap may be formed between the following components:

 Deck ends
 A backwall and a deck end
 A deck end with a double backwall
 A deck end and an approach slab
 A deck end with an approach structure
 Two parapet ends
 Two sidewalks

The deck joint gap (the gap between the tops of headers, measured perpendicular to
the joint) shall conform to the joint manufacturer’s recommendations for depth of
shelf, minimum gap and minimum gap at installation. The deck joint gap will vary,
depending on temperature. The gap will be maximum when the temperature is at its
lowest (assumed to be -10oF). Although preformed joint seals (and other single gap
systems, such as strip seals) are available for movement ranges larger than 3 inches,

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LRFD [14.5.3.2] limits the roadway surface gap, W, measured in the direction of
travel, to 4 inches for single gaps. This is to ensure that the riding surface is not
impaired, to prevent damage to vehicles and to ensure the safety of motorcyclists,
bicycles and pedestrians.

The roadway surface gap is the result of combining the gap at installation with the
thermal movement of the joint as the bridge contracts in addition to time-dependent
movement. The Deck Joint Gap at Installation shall be set by the Designer with
consideration for the maximum roadway surface gap. A joint with a thermal
movement range of 3 inches will likely test the 4-inch maximum roadway surface gap
limit set by the LRFD. CTDOT will allow up to a 4-inch roadway surface gap at
20oF. This will allow use of the single-gap joint in larger ranges of thermal
movement. When the roadway surface gap at 20oF is greater than 4 inches, another
type of joint shall be considered.

For each product, manufacturers typically identify the preformed joint seal by its
nominal capacity (the manufacturer’s recommended movement capacity of the seal in
a joint installed perpendicular to the direction of movement). Designers shall select
products from at least three manufacturers and list those products in a table on the
contract plans using the manufacturers’ designations. A template for this table is
available for use under Guide Sheets. One table shall be included with at least three
products for each expansion joint location (for example, “Abutment No. 1,” shall be
included beside, “Description of Joint Location,” at the top of the table for the
Abutment No. 1 joint). Should there be products from less than three manufacturers
that meet the design requirements, the Designer shall follow CTDOT ECD-2016-1
for proprietary product approval.

To assist Designers with selection of a preformed joint seal, an Excel spreadsheet is

available under Guide Sheets. Notes below the spreadsheet are provided to assist
Designers with the use of the program. Designers shall be responsible for selecting a
properly designed joint seal for the specific joint conditions. The spreadsheet is only
a guide. Note that the spreadsheet is formatted similar to the Table template. This is
to facilitate the transfer of design information into the Table template for inclusion in
the plans.

When Designers propose preformed joint seals in bridge deck joints that pass through
sidewalks, only foam-supported silicone joint seals shall be specified for that deck
joint and the sidewalk joint. It is preferable to use the same joint seal in the parapet
as well to allow the same joint gap in the parapet, sidewalk and deck. See the Guide
Sheets for typical details at sidewalks.

The foam-supported silicone joint seals are preferred at sidewalk joints because they
meet ADA requirements when installed as shown in the Typical Details. Since the
sidewalk curb height is too low to allow a V-shaped seal from the deck joint to turn

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up the curb and rise sufficiently beneath a foam-supported seal in the sidewalk, both
the deck joint and the sidewalk preformed joint seal shall be the foam-supported type.

10.2.2.2.2 Joints with Thermal Movement Range (TMR) between 3 Inches

and 4 Inches (Rev. 04/19)

For joints where the total movement is between 3 inches and 4 inches, the first
preference for joints should be Reinforced Concrete Headers with a Neoprene Strip
Seal and anchored extrusions.

Designers shall compute the roadway surface gap, W, at 20oF. Should W exceed 4
inches, another type of joint shall be considered.

Strip seal joints in sidewalks shall be covered with sliding steel plates, detailed to meet
ADA requirements. The steel plates shall be anchored into the sidewalk on both sides
of the joint. See the Guide Sheets for typical details at sidewalks.

10.2.2.2.3 Joints with Thermal Movement Range (TMR) > 4 Inches

10.2.2.2.3.1 Joints at Abutments
10.2.2.2.3.1.1 Modular Joints

Modular expansion joints may be used at abutments, provided that the distance
between the abutment backwall and the ends of the beams and diaphragms is
kept to 2 feet minimum in order to facilitate inspection and future maintenance.

10.2.2.2.3.1.2 Finger Joints

Where a proper drainage structure can be constructed behind the abutment

backwall, an open finger joint can be considered. The drainage structure should
be provided with an access door or manhole for cleaning. The structure should
also be connected to a storm drainage system or a standard outlet. Where the
bottom of the drainage structure is not the top of the abutment footing, a 2-foot
deep sump should be detailed to catch sediment.

10.2.2.2.3.2 Joints at Piers

10.2.2.2.3.2.1 Modular Joints

The first preference for joint type at piers should be Modular expansion joints.
The distance between adjacent diaphragms shall be kept to 2 feet minimum in
order to facilitate inspection and future maintenance. The beam-ends may be
kept closer if proper maintenance can be accomplished. Joint manufacturers
should be contacted for specific requirements for each joint.

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10.2.2.2.3.2.2 Finger Joints

Where the location of the joint is at the crest of a vertical curve, an open finger
joint can be considered. A drainage trough shall be provided that is connected
to a proper piping system (BDM [11]).

10.2.2.2.4 Joints at Skewed Bridges

Designers shall consider skew of the joint relative to the direction and magnitude
of thermal expansion when selecting and sizing the joint.

Each product manufacturer provides guidance as to how skew affects the way that
product functions. Designers shall become familiar with how each type of joint
functions to ensure that joints are properly designed.

10.2.2.2.4.1 Asphaltic Plug Expansion Joints

Manufacturers limit the skew at which the joint may be installed. Typically, this
skew is 45 degrees. Asphaltic plug expansion joints should generally not be
specified for skews greater than 45 degrees.

10.2.2.2.4.2 Preformed Silicone Joint Seals

Preformed Silicone Joint Seals are divided into two groups for this discussion:

 V-shaped silicone joint seals

 Foam-supported silicone joint seals

10.2.2.2.4.2.1 V-shaped Silicone Joint Seals

V-shaped silicone joint seals are designed to prevent tension from occurring in
the seal or in the bonding point. The seal is adhered to both sides of the joint at
the time of installation. Thermal movement causes the gap to open and close
in the direction of travel for bridges on tangent alignments. When the seal is
installed in a joint that is skewed to the direction of travel, the seal experiences
relative movements between both sides of the seal. The movement can be
described as two components:

 normal to the joint

 movement parallel to the joint (also known as “racking”)
Seals in non-skewed joints experience movement predominantly normal to the
joint. Seals in joints oriented normal to the roadway can reach their nominal
capacity in thermal movement because this is how they are designed.

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Seals in skewed joints experience additional movement parallel to the joint that
introduces “racking” or shear forces into the seal. This reduces the nominal
capacity of the seal. Manufacturers may provide written guidance regarding
how skew affects the thermal movement capacity of their seal. In lieu of
manufacturer guidance, CTDOT offers the following design guidance for
selection of V-shaped silicone seals with adjustments to the manufacturer’s
recommended nominal capacity:

Skews from 0 degrees to 30 degrees: No adjustment to nominal capacity is

needed.

Skews above 30 degrees to 45 degrees: Multiply the calculated TMR by a

factor of 1.5. Select a seal with that nominal capacity or larger.

Skews above 45 degrees: Multiply the calculated TMR by a factor of 1.75.

Select a seal with that nominal capacity or larger.

10.2.2.2.4.2.2 Foam-Supported Silicone Joint Seals

Foam-supported silicone joint seals are pre-compressed foam seals with a

waterproof silicone coating. They are not affected by skew to the degree that a
V-shaped joint seal is because the foam is in compression at all times. The
direction of movement is less important than the magnitude of movement. Due
to vector components of movement on a skewed joint, however, CTDOT
recommends that the size of the foam-supported silicone joint seals be selected
as follows:

Skews from 0 degrees to 30 degrees: Select a seal with a movement capacity

1/4” larger than the calculated TMR.

Skews above 30 degrees to 45 degrees: Select a seal with a movement capacity

1/2” larger than the calculated TMR.

Skews above 45 degrees: Select a seal with a movement capacity 3/4” larger
than the calculated TMR.

10.3 LONGITUDINAL JOINTS

10.3.1 Deck Joints

Longitudinal deck joints should be avoided wherever possible due to problems with
motorcycle safety and difficulties associated with the intersection of the transverse deck joints.
If longitudinal joints are unavoidable, they shall be located out of the traveled way. Since
differential vertical movement is common in longitudinal joints, the only joints that should be
considered are Elastomeric Concrete Headers with a Preformed Joint Seal or concrete headers
with a Neoprene Strip Seal. A Preformed Joint Seal is preferred.

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10.3.2 Concrete Median Barrier

Vacant

10.4 JOINT SPECIFIC DESIGN REQUIREMENTS

10.4.1 Asphaltic Plug Expansion Joint System

The asphaltic plug expansion joint system shall always be placed after the final pavement has
been placed on the bridge and the pavement in the area of the header has been saw cut and
removed. This applies for rehabilitation and new construction.

The asphaltic plug joint should be detailed from curb to curb. The joint in the parapet should
be sealed as detailed in typical details in the Guide Sheets.

10.4.2 Elastomeric Concrete Headers with Preformed Joint Seal (Rev. 04/19)

Elastomeric concrete headers with a Preformed Joint Seal shall always be placed after the final
pavement has been placed on the bridge and approaches. This applies for rehabilitation and
new construction.

The elastomeric header material should be recessed 1/8 inch below the bituminous overlay to
account for long-term compaction of the bituminous overlay under traffic.

10.4.3 Reinforced Concrete Headers with a Neoprene Strip Seal (Rev. 04/19)

The neoprene seal should be detailed from curb to curb and up to the top of the curb portion of
the parapet (approximately 11 inches above the pavement). See the Guide Sheets for typical
details.

The reinforced concrete header should be recessed 1/8 inch below the bituminous overlay to
account for long-term compaction of the bituminous overlay under traffic.

10.4.4 Modular Expansion Joints

The design and detailing of modular expansion joints is the responsibility of the manufacturer
of the joint; however, the designer should provide the proper room in the slab for the
installation of the joint. The designer may have to contact each approved manufacturer to
ensure that each joint can fit within the bridge slab.

The modular joints shall be detailed from curb to curb and up to the top of the curb portion of
the parapet (approximately 11 inches above the pavement). For bridges with skews, the joint
system should be run into the parapet on the skew and covered with curb plates. The curb
plates shall be designed to accommodate all movements, and the free edge should overlap the
parapet on the trailing edge of the parapet.

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Only joints that have successfully tested for fatigue and approved by CTDOT may be used.

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SECTION 11
SURFACE DRAINAGE

TABLE OF CONTENTS

11.1 GENERAL ......................................................................................................................... 11-1

11.2 Design Guidelines .............................................................................................................. 11-1
11.2.1 Scuppers ...................................................................................................................... 11-1
11.2.2 Drainage Piping .......................................................................................................... 11-1
11.2.3 Open Troughs.............................................................................................................. 11-1
11.2.4 Underground Pipe ....................................................................................................... 11-2

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SURFACE DRAINAGE

11.1 GENERAL

Generally, wherever possible surface drainage should be handled with roadway catch basins
located before and after the bridge. When it is not possible to handle all the surface drainage off
the bridge, the entire deck drainage system shall be designed to be as maintenance free as possible.
Wherever possible, drainage routes shall be short and direct, and abrupt changes in direction shall
be avoided. Pipes and troughs shall be sized to handle design flows, and slopes shall be
maximized. Clean-outs shall be provided at strategic locations to simplify maintenance of the
system.

Where pollution of streams, ponds and water supply areas may be a factor, further consideration
is required.

11.2 DESIGN GUIDELINES

Adequate facilities shall be provided to collect and dispose of the surface water on the structure by
means of suitable scuppers, troughs and leaders where required by drainage requirements. Direct
discharge from scuppers, etc., is preferable over waterways, and all other areas where the discharge
will not be detrimental to the area below. This discharge shall not be allowed to fall on any
components of the structure. The FHWA document entitled "Design of Bridge Deck Drainage"
(HEC-21) or its successor shall be used.

11.2.1 Scuppers

Scuppers are to be located to avoid long runs of pipe/trough and shall be designed to satisfy
the structural and drainage requirements. Scuppers shall be designed in accordance with
the provisions of the latest edition of the Drainage Manual.

11.2.2 Drainage Piping

Drainage piping shall have a minimum diameter of 8 inches. For aesthetic reasons, leaders
shall be located on the inside face of the fascia girders, on the rear face of piers, and recessed
into the front face of abutments. Piping shall not be located within concrete pier columns.
Piping should not be used where runs are required with an angle of less than 30 degrees to the
horizontal.

11.2.3 Open Troughs

Where piping is not appropriate, open troughs shall be used. Troughs shall be of adequate
depth and shall have a self-cleaning pitch of 3% or greater to carry the discharge and minimize
the possibility of spilling or clogging. Provisions must be made to contain the splashing where
scuppers spill into the troughs.

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11.2.4 Underground Pipe

The underground drainage beyond the bridge piping must conform to the requirements of the
Drainage Manual and shall be included in the roadway items.

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SECTION 12
BRIDGE RAILS AND BARRIERS

TABLE OF CONTENTS

12.1 BRIDGE RAILS ................................................................................................................ 12-1

12.1.1 General ........................................................................................................................ 12-1
12.1.2 Limited Access Highways .......................................................................................... 12-1
12.1.3 Other Highways .......................................................................................................... 12-1
12.1.4 Scenic Overpass .......................................................................................................... 12-1
12.1.5 Box Culverts and Short Bridges (Rev. 04/19) ............................................................. 12-2
12.1.6 Retaining Walls ........................................................................................................... 12-2
12.2 PEDESTRIAN RAILINGS, BICYCLE RAILINGS & PROTECTIVE FENCES ........... 12-2
12.2.1 General ........................................................................................................................ 12-2
12.2.1.1 Pedestrian Railing (Rev. 04/19) ........................................................................... 12-3
12.2.1.2 Bicycle Railing..................................................................................................... 12-3
12.2.1.3 Protective Fence ................................................................................................... 12-3
12.2.2 Railing / Protective Fence Selection Procedures ........................................................ 12-3
12.2.2.1 Highway Overpasses ............................................................................................ 12-3
12.2.2.1.1 Protective Fence ............................................................................................ 12-3
12.2.2.1.2 Pedestrian Railing ......................................................................................... 12-3
12.2.2.1.3 Bicycle Railing.............................................................................................. 12-4
12.2.2.2 Stream or Wetland Overpasses – Structures with one or more sidewalks ........... 12-4
12.2.2.2.1 Protective Fence ............................................................................................ 12-4
12.2.2.2.2 Pedestrian Railing ......................................................................................... 12-4
12.2.2.2.3 Bicycle Railing.............................................................................................. 12-4
12.2.2.3 Stream or Wetland Overpasses – Structure without sidewalks ........................... 12-4
12.2.2.3.1 Protective Fence ............................................................................................ 12-4
12.2.2.3.2 Pedestrian Railing ......................................................................................... 12-4
12.2.2.3.3 Bicycle Railing.............................................................................................. 12-4
12.2.2.4 Railroad Overpasses............................................................................................. 12-4
12.2.2.4.1 Protective Fence ............................................................................................ 12-4
12.2.2.4.2 Pedestrian Railing ......................................................................................... 12-5
12.2.2.4.3 Bicycle Railing.............................................................................................. 12-5

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12.2.2.5 Pedestrian Overpasses .......................................................................................... 12-5

12.2.2.6 Walls .................................................................................................................... 12-5
12.2.2.6.1 U-Type Wingwalls ........................................................................................ 12-5
12.2.2.6.2 Retaining Walls Adjacent to Traffic ............................................................. 12-6
12.2.2.6.3 Retaining Walls not Adjacent to Traffic (Rev. 11/04) .................................. 12-6
12.2.2.6.4 Concrete Barrier Walls ................................................................................. 12-6
12.2.3 Drawings for Railings and Fences .............................................................................. 12-6
12.2.4 Railings and Fences at Lighting and Signing Standards ............................................. 12-6
12.3 CONCRETE BARRIERS .................................................................................................. 12-6
12.3.1 Permanent Median Barriers on Bridges (Rev. 04/19) ................................................. 12-6
12.3.2 Temporary Precast ...................................................................................................... 12-7
12.3.3 Concrete Barrier Wall .............................................................................................. 12-7

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BRIDGE RAILS AND BARRIERS

12.1 BRIDGE RAILS

12.1.1 General

Bridge rails are required for all structures carrying vehicular traffic. Bridge rails may be a
solid concrete parapet or an open rail system whichever is appropriate for the service level and
traffic volumes of the roadway in question as defined below. Only bridge rail systems crash
tested under the testing procedures specified in NCHRP Report 350 and approved by the
CTDOT may be used on bridges carrying vehicular traffic.

For continuous construction, the pouring sequence for the parapets shall be identical to that of
the slab.

12.1.2 Limited Access Highways

Bridge rails shall be solid concrete parapets, 42 inches high. Vertical transitions shall be
provided at the ends to reduce the height to match the approach railing system.

12.1.3 Other Highways

Bridge rails should be solid concrete parapets, 32 inches high and topped with an appropriate
railing or protective fence system. If sidewalks are required on the bridge, they shall be topped
with an appropriate railing or protective fence system. When the sidewalk parapet is to be
topped with a railing, the height above the top of the sidewalk should be 32 inches. When the
sidewalk parapet is to be topped with a protective fence, the height above the top of the
sidewalk may be raised to 36 inches if advantageous in achieving minimum protective fence
heights specified in BDM [12.2.2] and if acceptable to local authorities.

The use of parapet end blocks above the top of the parapet shall be at the discretion of the
designer. In areas involving sight distance problems, the parapet end blocks should not be
used.

The end height of these blocks shall match the approach railing height. Where parapet end
blocks are not provided, exposed rail ends and sharp changes in rail geometry should be
avoided.

12.1.4 Scenic Overpass

For bridges on non-limited access highways where there is a strong need to provide a scenic
view, an open bridge rail system approved by the CTDOT should be used in place of a concrete
parapet. The use of this system should be limited to very sensitive areas.

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12.1.5 Box Culverts and Short Bridges (Rev. 04/19)

On box culverts and very short span bridges, short runs of concrete parapet (less than
30 feet long) are visually disruptive and difficult to provide with an appropriate approach rail
anchorage system.

Whenever possible, the first choice should be the use of one of the three nested W-beam rail
systems developed to span over short bridges and culverts. These systems span over the
structure by leaving out one, two or three of the rail posts. The structure should be extended
far enough behind the rail to provide the required deflection distance. A drawing detailing
these rail systems is available from the CTDOT.

If the structure is beyond the limits of these rail systems, the next choice should be to use a
crash tested bridge rail system that utilizes a W-beam element and provides continuity of the
approach railing. The structure should be extended far enough behind the rail to provide the
appropriate deflection distance.

Where one of these three rail systems is not possible due to structure type or rights-of- way
restrictions, a concrete parapet should be used with a continuous approach rail element attached
to it.

On very short structures with low drop-off heights, the CTDOT on a case-by-case basis may
waive the pedestrian and/or bicycle railing requirements. Where pedestrian or bicycle
requirements are not waived, the CTDOT’s Pedestrian Railing may be used, refer to BDM
[12.2.1.1].

12.1.6 Retaining Walls

On retaining walls adjacent to traffic, bridge rails should be solid concrete parapets, 32 inches
high and topped with an appropriate railing or protective fence system. If the retaining wall is
adjacent to a sidewalk, they shall be topped with an appropriate railing or protective fence
system. When the sidewalk parapet is to be topped with a pedestrian railing, the height above
the top of the sidewalk should be 28 inches. When the sidewalk parapet is to be topped with a
protective fence, the height above the top of the sidewalk may be raised to 36 inches if
advantageous in achieving minimum protective fence heights specified in BDM [12.2.2] and
if acceptable to local authorities. An open bridge rail system should be used in place of a
concrete parapet where the resulting concrete parapet would be less than 30 feet long

12.2 PEDESTRIAN RAILINGS, BICYCLE RAILINGS & PROTECTIVE FENCES

12.2.1 General

A railing is required on all parapets less than 42 inches in height. The railing shall be a
pedestrian railing, bicycle railing, or protective fence.

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12.2.1.1 Pedestrian Railing (Rev. 04/19)

A drawing is available for the CTDOT’s standard Metal Bridge Rail - Handrail.
Alternative pedestrian railings shall be designed in accordance with the LRFD. The
top of rail members shall be at least 42 inches above the top of the sidewalk.

12.2.1.2 Bicycle Railing

For bridges on designated bicycle routes, a bicycle railing shall be designed in accordance
with the LRFD. A map depicting designated bicycle routes in the State of Connecticut is
available from the CTDOT.

12.2.1.3 Protective Fence

Protective fencing should satisfy the aesthetic considerations of the structure and be
designed in conformance with the LRFD for pedestrian railings. Where protective fencing
is provided, it shall consist of black PVC coated fabric with galvanized steel posts and rails.
Exceptions will only be allowed for showcase bridges or bridges with historical
significance. Fences over electrified railroads shall be solid. A protective fence, if used,
satisfies the requirements for either a pedestrian or bicycle railing.

12.2.2 Railing / Protective Fence Selection Procedures

12.2.2.1 Highway Overpasses

12.2.2.1.1 Protective Fence

Protective fencing is required on both parapets of all highway overpass structures

carrying local or secondary roads. The height of the fencing above the top of the
sidewalk or roadway surface shall be a minimum of 8 feet. The maximum size of the
opening in the fence shall be 2 inches. The need for a curved top fence should be
investigated. The face of the fence shall be flush with the parapet face on sidewalk
parapets and shall be set back as far as practical from the face of safety shape parapets
as detailed in BDM [Division 3].

Protective fencing is not required on overpass structures carrying limited access

highways or ramps.

Under certain circumstances, protective fences are required by law as specified in

Public Act No. 00-184. No waivers to these requirements that conflict with Public Act
No. 00-184 will be granted under any circumstances.

12.2.2.1.2 Pedestrian Railing

Pedestrian railings are not required. Protective fencing will provide pedestrian
protection on local or secondary roads

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12.2.2.1.3 Bicycle Railing

Bicycle railings are not required. Protective fencing will provide bicycle protection on
local or secondary roads.

12.2.2.2 Stream or Wetland Overpasses – Structures with one or more

sidewalks

12.2.2.2.1 Protective Fence

Protective fencing is generally not required except where unusual conditions exist
affecting the public safety below.

12.2.2.2.2 Pedestrian Railing

A pedestrian railing is required on both parapets for parapets under 42 inches high,
except where a protective fence is provided.

12.2.2.2.3 Bicycle Railing

A bicycle rail is required on designated bicycle routes except where a protective fence
is provided.

12.2.2.3 Stream or Wetland Overpasses – Structure without sidewalks

12.2.2.3.1 Protective Fence

Protective fencing is generally not required except where unusual conditions exist
affecting the public safety below.

12.2.2.3.2 Pedestrian Railing

A pedestrian railing is required on both parapets for parapets under 42 inches high.

12.2.2.3.3 Bicycle Railing

A bicycle railing is required on designated bicycle routes.

12.2.2.4 Railroad Overpasses

12.2.2.4.1 Protective Fence

Protective fencing is required on all structures. It shall be placed on both parapets on

the span over the railroad tracks. On long structures, protective fencing is required
only over the tracks plus a minimum of 25 feet beyond the outside track and measured
perpendicular to it.

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The height of the fencing above the top of the parapet and the maximum size of the
openings shall be in accordance with the following criteria:

LOCATION HEIGHT* MAXIMUM SIZE OPENING

(ft)
Non-Electrified Zone 8 (min.) 2 inches or as approved by the
CTDOT
Electrified Zone 8 (min.)** Solid Barrier required

* The height of the fencing above the top of the sidewalk or roadway surface.
** Use nine feet with a curved top at all sidewalks.

12.2.2.4.2 Pedestrian Railing

A pedestrian railing is not required where protective fence is provided. On long

structures, where protective fencing is required only over the tracks plus a minimum
25 feet from the outside track, a pedestrian railing is required on both parapets outside
these limits.

12.2.2.4.3 Bicycle Railing

A bicycle rail is not required where protective fence is provided. On long structures,
where protective fencing is required only over the tracks plus a minimum 25 feet from
the outside track, a bicycle railing is required outside these limits on designated bicycle
routes.

12.2.2.5 Pedestrian Overpasses

Complete enclosure of pedestrian structures passing over highways and railroads is

required. The need for protective fencing on pedestrian overpass structures at stream or
woodland crossings shall be determined by the CTDOT. The maximum size of the
opening in the fence shall be 2 inches.

12.2.2.6 Walls

12.2.2.6.1 U-Type Wingwalls

Pedestrian railing, bicycle railing or protective fence is to be provided as required for

the bridge.

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12.2.2.6.2 Retaining Walls Adjacent to Traffic

A pedestrian railing is generally required for walls with parapets less than 42 inches
high and adjacent to traffic. Retaining walls along a sidewalk generally follow the
requirements of BDM [12.2.2.2].

12.2.2.6.3 Retaining Walls not Adjacent to Traffic (Rev. 11/04)

A pedestrian railing or protective fence is generally required for walls that are not
adjacent to traffic or a sidewalk where the vertical drop off is greater than 4 feet.

12.2.2.6.4 Concrete Barrier Walls

Pedestrian railing, bicycle railing and protective fences are not required.

12.2.3 Drawings for Railings and Fences

The following drawings are available from the CTDOT:

1. Pedestrian Railing (Bridge), (horizontal end for use with end blocks)
2. Pedestrian Railing (Bridge), (angular end for use without end blocks)
3. Pedestrian Railing (Two Rail)
4. Metal Bridge Rail - Three Rail Traffic

These drawings are available from the CTDOT in a MicroStation format and will be made
available upon request.

12.2.4 Railings and Fences at Lighting and Signing Standards

When lighting or signing standards are located on structures, the railing or fence shall be
continuous at these locations. The lighting or signing shall be located outside of the continuous
railing or fence (between the railing or fence and the outside face of parapet). Protective
fencing shall be designed with removable panels or other means to provide access to the
handhole locations. The parapet details shall accommodate the lighting and signing standard
anchorages outside of the railing or fence. The lighting or signing shall not generally be located
on a span over a railroad-electrified zone. For details, see BDM [Division 3].

12.3 CONCRETE BARRIERS

12.3.1 Permanent Median Barriers on Bridges (Rev. 04/19)

Permanent median barriers on bridges shall be concrete and shall match the height and width
on the roadway approaches. They may be either cast-in-place or precast concrete.

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12.3.2 Temporary Precast

Temporary barriers used to protect the traveling public during the construction of
bridges shall be precast concrete and shall conform to the CTDOT’s standardized
details. In all cases, if the distance from the backside of the barrier to the edge of the
deck drop off is less than 6 feet, the barrier shall be rigidly attached to the deck. In cases
where this distance is greater than 6 feet, factors such as the type of road; speed, volume
and composition of traffic; and the need to protect work areas with limited escape routes
shall be taken into account and the barrier rigidly attached if appropriate. Lines of barrier
used strictly to separate opposing traffic need not be rigidly attached to the deck and
shall be paid for as a roadway item. A drawing is available detailing the CTDOT’s
standardized temporary bridge barrier.

12.3.3 Concrete Barrier Wall

When required by geometric or roadway design requirements, a concrete barrier wall

should be detailed as shown in BDM [Division 3].

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SECTION 13
BURIED STRUCTURES

TABLE OF CONTENTS

13.1 REINFORCED CONCRETE BOX CULVERTS ............................................................. 13-1

13.1.1 General ........................................................................................................................ 13-1
13.1.2 Excavation................................................................................................................... 13-1
13.1.3 Foundation .................................................................................................................. 13-1
13.1.3.1 Culvert Bedding ................................................................................................... 13-1
13.1.3.2 Cutoff and Return Walls ...................................................................................... 13-2
13.1.3.3 Nosings between Adjacent Parallel Multicell Box Culverts................................ 13-2
13.1.3.4 Sills ...................................................................................................................... 13-2
13.1.3.5 Headwalls (Rev. 04/19) ........................................................................................ 13-2
13.1.3.6 Wingwalls ............................................................................................................ 13-2
13.1.3.7 Dampproofing ...................................................................................................... 13-3
13.1.3.8 Subsurface Drainage ............................................................................................ 13-3
13.1.3.9 Backfill Requirements ......................................................................................... 13-3
13.1.3.9.1 General .......................................................................................................... 13-3
13.1.3.9.2 Backfill Limits .............................................................................................. 13-3
13.1.3.10 Membrane Waterproofing Requirements .......................................................... 13-4
13.1.3.11 Railing and Fences ............................................................................................. 13-4
13.1.4 Precast Concrete Box Culverts (Rev. 04/19)............................................................... 13-4
13.1.4.1 General ................................................................................................................. 13-4
13.1.4.2 Concrete ............................................................................................................... 13-4
13.1.4.3 Reinforcement Details ......................................................................................... 13-4
13.1.4.4 Minimum Thickness of Floor, Sides and Roof .................................................... 13-5
13.1.4.5 Headwalls ............................................................................................................. 13-5
13.1.5 Cast-In-Place Concrete Box Culverts (Rev. 04/19) .................................................... 13-5
13.1.5.1 General ................................................................................................................. 13-5
13.1.5.2 Concrete ............................................................................................................... 13-5
13.1.5.3 Minimum Thickness of Floor, Sides and Roof .................................................... 13-5
13.1.5.4 Reinforcement Details ......................................................................................... 13-5
13.1.5.5 Expansion, Contraction and Construction Joints ................................................. 13-6

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13.2 REINFORCED CONCRETE JUNCTION BOXES .......................................................... 13-6

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BURIED STRUCTURES

13.1 REINFORCED CONCRETE BOX CULVERTS

13.1.1 General

Reinforced concrete box culverts may be made of either precast or cast-in-place concrete.
Generally, when conditions warrant a box culvert, for reasons of economy, it shall be made of
precast concrete. Full-length cast-in-place concrete box culverts shall only be used with the
approval of the CTDOT. Sections of box culverts may be cast in-place when required by site
conditions such as transitions between different size culverts, transitions between new and
existing box culverts, adjacent utilities that cannot be relocated, or highly skewed culvert ends.

The culvert dimensions shall be consistent with the hydraulic characteristics of the waterway.
Preferably, the height of the box culvert (the dimension from the top of the floor (invert) to the
bottom of the roof) should be a minimum of 6 feet to facilitate its maintenance and inspection.
For culverts that are designed to “silt in” with soil, the height should be measured from the
invert of the channel.

For precast culverts, the size selection should be coordinated with the manufacturers to be
consistent with standard sizes that are readily available. On projects requiring more than one
culvert, of different size openings, an economic study should be conducted to determine if it is
possible to use the same size opening for more than one structure.

Box culverts do not need to be analyzed for scour. However, erosion countermeasures may be
required if recommended by the Hydraulics Report.

13.1.2 Excavation

For excavation requirements, refer to BDM [5].

13.1.3 Foundation

For excavation requirements, refer to BDM [5].

13.1.3.1 Culvert Bedding

Generally, box culverts shall be founded on 12 inches of “Granular Fill” to provide slightly
yielding uniformly distributed support over the bottom width of the box section. The fill
shall extend 2 feet beyond the sidewalls of the box culvert.

Box culverts founded on unyielding foundations, such as rock or piles, are not permitted.

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13.1.3.2 Cutoff and Return Walls

The inlet and outlet ends of box culverts shall rest on cutoff walls. The cutoff walls shall
have return walls below the outside walls that extend a minimum of 4 feet from the rear
face of the cutoff wall. These walls shall be embedded a minimum of 4 feet below the
finished elevation of the bottom of the channel. The walls shall have a minimum thickness
of 12 inches. Cutoff and return walls shall be constructed of Class PCC0334Z. The floor
of the box culverts shall be connected to the cutoff walls with dowels.

13.1.3.3 Nosings between Adjacent Parallel Multicell Box Culverts

The inlet and outlet ends of the walls between adjacent parallel multicell box culverts shall
be protected with nosings. The nosings may be either cast-in-place or precast. Cast-in-place
concrete nosing shall be constructed of Class PCC0334Z. The nosings shall be founded on
the cutoff wall and connected to the walls.

The maximum allowable joint width between adjacent parallel units shall be one inch. In
order to provide a positive means of lateral bearing between parallel units, after placing the
nosing, the joint shall be filled with sand made flowable by mixing it with water.

13.1.3.4 Sills

Sills shall be provided at the inlet and outlet ends of box culverts when warranted by
hydraulic or environmental conditions. The dimensions shall be as recommended by the
Hydraulic Report. The sills shall have a minimum thickness of 12 inches and shall be
connected to the floor of the box culverts with dowels. Sills shall be constructed of Class
PCC0334Z.

13.1.3.5 Headwalls (Rev. 04/19)

Headwalls at the inlet and outlet shall be provided to satisfy the site grading conditions.
Headwalls shall be constructed of Class PCC0334Z. The headwalls shall have a minimum
thickness of 1.25 feet at the top. On precast concrete box culvert, dowel bar mechanical
connectors shall be used to connect headwall stems to the roof of box culverts. The rear
face of headwalls shall be dampproofed. Railings or fences shall be placed on all headwalls
in accordance with the requirements of BDM [12].

Commentary: The box culvert roof thickness may be governed by the development of the
reinforcement required to connect the headwall to the box culvert.

13.1.3.6 Wingwalls

Generally, cast-in-place concrete wingwalls shall be provided at the inlet and outlet of all
box culverts. The designer should coordinate with the hydraulic engineer as to the
appropriate angles for the flared wingwalls. The wingwalls should abut the ends of the
outside walls of the box culvert. Wingwall stems and footings shall be made independent

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of the culvert walls, cutoff and return walls. The elevation of the bottom of the wingwall
footings shall match the cutoff and return walls. Wingwalls shall be constructed of Class
PCC0334Z Concrete. The minimum thickness at the top of wingwall stems shall be 1.25
feet. The rear face of wingwalls shall be dampproofed. Railings or fences shall be placed
on all wingwalls in accordance with the requirements of BDM [12].

13.1.3.7 Dampproofing

Dampproofing is not required on precast concrete box culverts.

13.1.3.8 Subsurface Drainage

Provisions for subsurface drainage are not required for the culvert backfill.

13.1.3.9 Backfill Requirements

13.1.3.9.1 General

Unless otherwise directed, all box culverts and their associated wingwalls shall be
backfilled with “Pervious Structure Backfill” in accordance with the requirements of
BDM [5].

13.1.3.9.2 Backfill Limits

Place a wedge of Pervious Structure Backfill above a slope line starting at the top of
the heel and extending upward at slope of 1:1.5 (rise to run) to the bottom of the
subbase. In cut situations, the following note, with a leader pointing to the slope line,
shall be placed on the plans:

Slope line except where undisturbed material obtrudes within this area.

Rock fill or boulders shall not be placed within two feet of top of box culverts. The
following note, with leaders pointing to the limits, shall be placed on the plans:

No rock fill or boulders shall be placed within these limits.

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In cut situations, if the material is soft silt or clay, the backfill limits shall be determined
by the designer and submitted for review and approval with the Soils and Foundation
Report.

13.1.3.10 Membrane Waterproofing Requirements

When the distance from the top of the box culvert roof to top of the roadway surface is
less than 2 feet, membrane waterproofing shall be placed on the box culvert. The
membrane waterproofing shall be “Membrane Waterproofing (Cold Liquid
Elastomeric).” The membrane shall cover the entire exterior surface of the roof and
extend 12 inches down the sidewalls.

13.1.3.11 Railing and Fences

For railing and fence requirements, refer to BDM [12].

13.1.4 Precast Concrete Box Culverts (Rev. 04/19)

13.1.4.1 General

Precast concrete box culverts are an item that is designed and detailed by the Contractor in
accordance with the special provision “_x_ Precast Concrete Box Culvert.” The designer
is responsible for reviewing the Contractor’s working drawing submittal for the box
culverts.

The designer is responsible for designing and detailing all other box culvert components,
such as cutoff and return walls, nosings, sills, headwalls and wingwalls.

Precast concrete box sections shall be designed for all construction load effects that may
be applied during all stages/phases of construction.

13.1.4.2 Concrete

The concrete for the precast box culvert sections shall have a minimum compressive
strength (f’c) of 5,000 psi and a minimum electrical resistivity of 29 kΩ-cm in accordance
with AASHTO T 358 at 28 days. The concrete mix design is submitted by the Contractor
in accordance with the special provision “_x_ Precast Concrete Box Culvert” for review
by the designer.

13.1.4.3 Reinforcement Details

The reinforcement shall conform to the requirements of ASTM A615, Grade 60 and be
galvanized.

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The minimum reinforcement shall be #5 at 12 inches.

Generally, the minimum concrete cover over all reinforcement on any surface of the roof,
floor and walls shall be 2 inches. In structures exposed to salt water, the minimum concrete
cover over all reinforcement on any surface of the roof, floor and walls shall be 3 inches.
The designer shall determine the concrete cover requirements and note the requirements
on the plans.

The reinforcement spacing to control cracking shall be based on Class 2 exposure

conditions.

13.1.4.4 Minimum Thickness of Floor, Sides and Roof

The minimum thickness of the culvert floor, sides and roof shall be 8 inches. The designer
shall note the minimum thickness requirements of the box culvert elements on the plans.

Commentary: The thickness of the roof of the box culvert sections at the inlet and
outlet may be governed by the development of the reinforcement required to
connect the headwall to the box culvert.

13.1.4.5 Headwalls

Headwalls are typically connected to box culvert roofs with dowel bar mechanical
connections. The designer is responsible for designing and detailing the headwall
connection to the box culvert. The designer shall check to ensure that the end sections of
precast concrete box culverts adequately resist the load effects from the headwall.

13.1.5 Cast-In-Place Concrete Box Culverts (Rev. 04/19)

13.1.5.1 General

The designer is responsible for designing and detailing cast-in-place concrete box culverts
including all other box culvert components, such as cutoff and return walls, nosings, sills,
headwalls and wingwalls.

13.1.5.2 Concrete

Cast-in-place concrete box culverts shall be constructed of Class PCC04462.

13.1.5.3 Minimum Thickness of Floor, Sides and Roof

The minimum thickness of the culvert floor, sides and roof shall be 12 inches.

13.1.5.4 Reinforcement Details

The minimum reinforcement shall be #5 at 12 inches.

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The minimum cover over all reinforcement shall be 2 inches, except the cover over the
outer reinforcement in the floor slab shall be 3 inches. The cover over all reinforcement in
structures exposed to salt water shall be 4 inches.

13.1.5.5 Expansion, Contraction and Construction Joints

Expansion and contraction joints in the culvert floor, sides and roof shall be provided in
accordance with AASHTO LRFD. Construction joints shall be placed as conditions
warrant.

No reinforcement shall pass through expansion and construction joints. Reinforcement

shall pass through construction joints.

13.2 REINFORCED CONCRETE JUNCTION BOXES

Vacant

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SECTION 14
SIGN SUPPORTS

TABLE OF CONTENTS

14.1 STRUCTURE MOUNTED SIGN SUPPORTS ...................................................... 14-1

14.1.1 General ....................................................................................................................... 14-1
14.1.2 Design Responsibilities (Rev. 04/19) ....................................................................... 14-1
14.1.3 Design Requirements (Rev. 04/19) ........................................................................... 14-1
14.1.4 Material Requirements ............................................................................................... 14-2
14.1.5 Detail Requirements .................................................................................................. 14-2
14.1.6 Pay Items .................................................................................................................... 14-3
14.2 TUBULAR AND TRUSS SIGN SUPPORT STRUCTURES ............................. 14-3
14.2.1 General ....................................................................................................................... 14-3
14.2.2 Design Responsibilities ............................................................................................. 14-3
14.2.2.1 Standard Sign Supports ...................................................................................... 14-3
14.2.2.2 Sign Supports Mounted on Structures (Rev. 04/19) ......................................... 14-4
14.2.2.3 Special Sign Supports ........................................................................................ 14-4
14.2.3 Shop Drawings (Rev. 04/19) .................................................................................... 14-4

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SIGN SUPPORTS

14.1 STRUCTURE MOUNTED SIGN SUPPORTS

14.1.1 General

A structure mounted sign support is a support that is connected to the fascia member and
components of a bridge overpass and supports various types of traffic signs.

14.1.2 Design Responsibilities (Rev. 04/19)

The dimensions of the sign, the location of the sign over the roadway below, the angle
between the sign and the centerline of the roadway below, and the tilt of the sign shall be
determined by the Traffic Engineer. The structural designer is responsible for the design
and details of the structure mounted sign support required supporting the traffic signs as
required by the Traffic Engineer. Structure mounted sign supports require shop drawings
that must be reviewed by the designer.

14.1.3 Design Requirements (Rev. 04/19)

Structure mounted sign supports shall be designed in accordance with the AASHTO
Standard Specifications for Structural Supports for Highway Signs, Luminaires and
Traffic Signals.

The design of all sign support structures shall be based on 120 miles per hour.

Structure mounted sign supports are, by their nature, complex and difficult to model
structures. In all but the simplest cases (small signs with virtually no skew), a rigorous
three-dimensional analysis is required.

The analysis of structure mounted sign supports shall, in general, be based on pin
connected truss members. However, simplified connections, such as angles welded back
to back, can sometimes result in substantial eccentricities from the assumed truss nodes.
More detailed analysis taking these eccentricities into account may sometimes be
necessary in order to reasonably model the structure.

Structures involving larger sign panels and/or significant skew angles may also require
more highly detailed and precisely fabricated designs to eliminate eccentricities at the
nodes.

Sufficient members shall be employed to brace the structure in all directions and maintain
structural stability under all design assumptions. Horizontal rail elements between trusses
should be designed as continuous members.

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14.1.4 Material Requirements

The sign supports shall be constructed with structural steel conforming to AASHTO
M270, Grade 36. Generally, sign supports are constructed with angles and WT sections
except where otherwise required as noted in BDM [14.1.3]. The minimum size angle shall
be L 4 x 4 x 3/8. The use of metal sign posts as members for structure mounted sign
supports is not permitted. All structural steel shall be hot-dip galvanized in accordance
with ASTM A123.

High strength bolts shall conform to the requirements of ASTM F3125 Grade A325, Type
1 and be mechanically galvanized in accordance with ASTM B695, Class 50. Carriage
bolts shall conform to the requirements of ASTM A307 and be hot-dip galvanized in
accordance with ASTM A123.

Welding shall conform to BDM [7.1.4].

14.1.5 Detail Requirements

Generally, structure mounted signs are supported by a framework of trusses connected

together with lateral bracing and anchored to the bridge. The trusses, typically composed
of angles, should be placed normal to the bridge fascia. The length of the trusses depends
on the length of the sign and the angle the sign forms with the bridge fascia (skew angle).

In general, placement of signs on structure mounted supports is discouraged on bridges

with skew angles of greater than 30 degrees. If the skew angle becomes excessive,
particularly for larger signs, consideration should be given to placing the sign on a
cantilever or overhead sign support structure adjacent to the bridge. The height of signs
should be kept in reasonable proportion to the height of the sign support frame. Since the
height of the frame is limited by the bridge superstructure depth, this limits the height of
sign that can reasonably be supported in this manner. In general, the height of the sign
should not exceed twice the height of the frame, particularly on bridges with significant
skew.

The minimum distance from the sign to the bridge structure must allow for placement of
the truss diagonal members. The lowest portion of a structure mounted sign support shall
be a minimum of 12 inches above the lowest component of the fascia member of the bridge
to which it is attached.

The truss members and lateral bracing are typically connected by shop and field welds.
Generally, the truss sections of the supports are field welded to WT sections bolted to
the bridge fascia components. Bolted connections to steel members should be made with
high strength bolts. Bolted connections to concrete members should be made by bolting

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through the component with carriage bolts and a plate washer.

For signs composed of interconnected extruded aluminum sign panels, the signs should
be attached to WT members (sometimes referred to as hangers) with post clips. The
post clips should be installed for the full height of the WT members on alternate sides.
A sign stop should be placed at the bottom of the WT members. All members
supporting sign and crown panels shall be positively connected to the sign support
framework. The maximum spacing between the WT members is 6 feet. The
maximum distance from a WT member to the edge of a sign shall be 3 feet. The
minimum distance from a WT member to the edge of a sign shall be 12 inches.

14.1.6 Pay Items

Structure mounted sign supports shall be paid under the item “Structure Mounted Sign
Support” which requires a special provision. The signs are traffic items, and shall be paid
for under the appropriate traffic items.

14.2 TUBULAR AND TRUSS SIGN SUPPORT STRUCTURES

14.2.1 General

Tubular and truss sign support structures refer to the following types of sign supports
described in the Standard Specifications:

 Tubular Arch Sign Support Structure,

 Tubular Arch Cantilever Support Structure,
 Overhead Truss Sign Support (Type ), and
 Overhead Cantilever Sign Support (Type ).

These sign supports are designed to carry extruded aluminum sign panels. Details for
these structures are shown on traffic standard sheets prepared by the CTDOT. These
structures are designed to be supported by foundations embedded in the ground. The
foundation details are shown on standard sheets prepared by the CTDOT.

14.2.2 Design Responsibilities

14.2.2.1 Standard Sign Supports

The locations and types of tubular and truss sign support structures, the dimensions of
the signs, the location of the signs over the roadway below, the angle between the signs
and the centerline of the roadway below, and the tilt of the signs shall be determined
by the Traffic Engineer.

If the tubular or truss sign support structures will be supported as shown on the
standard sheets, no additional design or details are required by the designer. If any of
the details on the standard plans are varied or altered, the designer should check all the

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details to ensure that they are applicable for the altered conditions.
If the tubular or truss sign support structures will support a sign structure other than an
extruded aluminum sign, the designer shall analyze the entire support and foundation.
The designer should also check all the details to ensure that they are applicable for the
altered conditions.

14.2.2.2 Sign Supports Mounted on Structures (Rev. 04/19)

The locations and types of tubular and truss sign support structures on a bridge or wall,
the dimensions of the signs, the location of the signs over the roadway below, the angle
between the signs and the centerline of the roadway below, and the tilt of the signs
shall be determined by the Traffic Engineer.

The tubular or truss sign support structures shown on the standard plans are not
intended to be mounted on highway bridges, retaining walls or other structures. If an
overhead or cantilever support is required to be mounted on a structure, it must be
completely designed and detailed by the designer.

These structures shall be designed in accordance with the AASHTO Standard

Specifications for Structural Supports for Highway Signs, Luminaires and Traffic
Signals. The design shall be based on 120 mile per hour wind load, with the
appropriate adjustment for height based on the elevation of the structure above
surrounding ground or water.

If practical, the sign support materials and details should be similar to those shown on
the tubular and truss sign support standard sheets to simplify fabrication and maintain
a uniform appearance along the highway.

14.2.2.3 Special Sign Supports

For sign structures that are to support signs that are not extruded aluminum panels
(such as variable message signs), the support must be completely designed and detailed
by the designer.

The structure shall be designed in accordance with the AASHTO Standard

Specifications for Structural Supports for Highway Signs, Luminaires and Traffic
Signals. The design shall be based on 120 miles per hour wind load.

14.2.3 Shop Drawings (Rev. 04/19)

The tubular and truss sign support structures require working drawings and shop
drawings to be submitted by the Contractor.

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SECTION 15
UTILITY INSTALLATIONS

TABLE OF CONTENTS

15.1 GENERAL DESIGN REQUIREMENTS ......................................................................... 15-1

15.2 UNDERGROUND FACILITIES .............................................................................. 15-1
15.3 AERIAL FACILITIES .................................................................................................. 15-1
15.3.1 Aerial Facilities Passing Over Structure (Rev. 11/04) ........................................... 15-1
15.3.2 Aerial Facilities Passing Under Structure ............................................................... 15-2
15.4 UTILITIES ADJACENT TO STRUCTURE .......................................................... 15-2
15.5 EMERGENCY TEMPORARY INSTALLATIONS ................................................ 15-3
15.6 HIGHWAY ILLUMINATION POLES (Rev. 11/04) ........................................... 15-3
15.7 HIGH VOLTAGE TRANSMISSION FACILITIES (Rev. 11/04) ..................... 15-4

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UTILITY INSTALLATIONS

15.1 GENERAL DESIGN REQUIREMENTS

To ensure that the structure remains functional and aesthetically pleasing wherever possible,
the following Sections will apply to the installation of utilities on structures.

15.2 UNDERGROUND FACILITIES

Permanent underground installations, which are to be carried on and are parallel to the
longitudinal axis of the structure, shall be placed in an out of sight location between the beams.
No part of the utility or its supporting structure shall project below the bottom of the bridge
superstructure.

In those instances where the proposed superstructure type is not adaptable to carrying utilities
in an out-of-sight location on the underside of the structure, an early determination must be
made as to whether or not utilities are to be accommodated. If the utilities must be
accommodated, the selection of superstructure type must be addressed accordingly.

In those instances where an existing structure type is not adaptable to carrying utilities in an
out-of-sight location on the structure, the proposed utility installation shall be the subject of
an individual study as to its disposition.

Underground facilities shall not be suspended from or attached to the outside face of the
superstructure, unless otherwise approved by the CTDOT.

Where aesthetics are a prime consideration, the utility shall be placed underground to the
extent necessary to preserve the aesthetics of the structure and the surrounding area.

15.3 AERIAL FACILITIES

15.3.1 Aerial Facilities Passing Over Structure (Rev. 11/04)

Aerial facilities (telephone, electrical, cable television, etc.) located along a highway that
continues onto a structure shall be made an underground installation at the ends of the
structure and carried across the structure. These facilities shall be placed in an out of sight
location either between the beams or inside of a sidewalk if available. Placing utilities
inside of the sidewalk shall be used only for telephone or cable TV. Electric conduits shall
in no case be cast inside of a sidewalk as excessive heat buildup may be detrimental to
both the utility and the structure. No part of the utility or its supporting structure shall
project below the bottom of the bridge superstructure. The facility should extend a
minimum distance beyond the ends of the structure required to retain the aesthetics of the
structure.

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Where unnecessary expense would be incurred by going underground, facilities carried

on support poles may be carried aerially alongside a structure if it is practical to span
the entire crossing.

The determination to carry the utilities either aerially or underground shall be studied at
an early stage of the design with regard to such factors as economy, aesthetics, safety, and
maintaining the characteristics of the local environment

15.3.2 Aerial Facilities Passing Under Structure

Aerial facilities (telephone, electrical, cable television, etc.) located along a highway that
passes under a structure shall in no instance be permitted to pass over the structure but
shall be attached to the underside of it. An underground installation within the structure
limits should be considered. The underground portion of the installation shall extend a
distance beyond the limits of the structure(s) required to retain the aesthetics of the
structure.

Solutions to special or unusual conditions shall be determined at a field review with

CTDOT and Utility Company representatives. The field review team shall include the
Design Engineer and the Utilities Engineer. In the event that a mutually agreeable solution
cannot be reached, the matter shall be forwarded through channels to the Transportation
Chief Engineer for a ruling.

15.4 UTILITIES ADJACENT TO STRUCTURE

When underground utilities (existing or proposed) are located in the vicinity of structures, a
review of the utility installation relative to the substructure design is required to determine if
protection of the substructure is necessary.

The factors to be considered are the type, size, and location of the utility, the pressure in the
line, the soil conditions, the material composition of the utility and the structure foundation.

The initial installation and future maintenance of the utility shall be investigated for their
effects on the structure.

If it is determined that protection of the utility is necessary, the following are variations that
should be considered:

1. Relocation of the utility.

2. Relocation of the substructure unit.

3. Protection of the substructure unit with sheeting.

4. Sheeting the utility trench.

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5. Placing the utility in adequate encasement (sleeves or deflectors).

6. Placing the substructure on piles.

7. Require material composition of the utility to be ductile iron, prestressed concrete or

steel (desirable in all cases).

8. Use of shut-off valves on both sides of the bridge (desirable in all cases).

This does not preclude other possibilities, which the designer or the utility engineer may have
to offer.

15.5 EMERGENCY TEMPORARY INSTALLATIONS

Temporary installations of an emergency nature may be placed on the sidewalk of a structure,

but such installation must be either removed or replaced by a permanent out-of- sight
installation within one year of the date of the temporary installation. Where sidewalks are not
available, special consideration and study will be required to insure a safe and acceptable
placement of the temporary installation.

Upon completion of the temporary installation, immediate steps shall be initiated to ensure
that the temporary installation is removed or replaced within the time limit above and in a
manner acceptable to the CTDOT.

15.6 HIGHWAY ILLUMINATION POLES (Rev. 11/04)

If poles for highway illumination are needed within the non-access lines in the proximity of
the structure, the location and type of poles shall be approved by the CTDOT.

Illumination poles routinely provided by manufacturers are intended to be mounted on fixed,

ground mounted foundations. Mounting on non-fixed structures subject to deflection and
vibration, such as bridge spans, may result in unacceptable movement or vibration of the
pole, possibly resulting in structural failure of the pole or damage to lighting fixture.
Therefore, mounting of illumination poles on bridge spans should be avoided whenever
possible. If standard illumination poles must be mounted on the span, they should be
mounted as near as possible to abutment or piers for spans up to 200 feet. For spans over
200 feet, they should not be mounted over 50 feet from abutment or pier locations. If
illumination poles are required in areas outside these limits, they must meet one of the
following criteria:

 Be of a non-standard design that has been specifically designed for placement

on a moving structure, and be appropriate for the amplitude and frequency of
the motion anticipated.

 Be of reduced height (under 30 feet mounting height) and certified by the

manufacturer as appropriate for this application.

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15.7 HIGH VOLTAGE TRANSMISSION FACILITIES (Rev. 11/04)

Long distance high voltage transmission facilities shall be the subject of a special study.
Where aesthetics are a consideration, the placement of the facility underground should be
considered. The final determination shall be weighed considering both the economics and
aesthetics of the location in question. If required, the alternate proposals shall be referred to
the Transportation Chief Engineer for final determination.

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BRIDGE REPAIR AND REHABILITATION

TABLE OF CONTENTS

VACANT

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POST DESIGN RESPONSIBILITIES

TABLE OF CONTENTS

VACANT

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DIVISION 2

CONTRACT PLAN NOTES,

TABLES & NOTICES
 Connecticut Department of Transportation Bridge Design Manual

Appendix A
PLAN NOTES

A.1 GENERAL NOTES

A.1.1 Guidelines for Use

Certain “General Notes” are required to be shown on the general plan sheets. The Designer
shall develop the notes with the aid of the following guidelines:

Note No. Requirements for use

G1 Must be shown on the General Plan Sheet.

G2 Must be shown on the General Plan Sheet.

G3 The classes of concrete and grades of reinforcing steel that are proposed for the
structure shall be indicated. Indicate the applicable structural steel
designations, Fy (specified minimum yield point of steel) and the corresponding
thicknesses, for the type of steel used in the structure only.

G4 Use this note for all new structures and for projects that include rehabilitation
or preservation of an existing bridge.

G5 Use this note for projects addressing rehabilitation or preservation of existing

bridges that cannot support or be strengthened sufficiently to support all design,
legal and permit loads.

G6 For structure detailed without a Bituminous Concrete Overlay.

G7 For structure detailed with a Bituminous Concrete Overlay.

G8 For structures designed with steel members, use this note.

G9 Use is limited to the repair of, repainting of, or alterations to existing structures.

G10 For all new structures that require painting.

G11 For all new structures of weathering steel that therefore will not require
painting.

G12 For all new structures of weathering steel that will require the ends of the girders
to be painted at deck joints.

G13 Must be shown on the General Plan Sheet.

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Note No. Requirements for use

G14 The words “AND PILE LOADS” shall be deleted when there are no piles in the
structure.

G15 Must be shown on the General Plan Sheet.

G16 To be used where existing structures are being modified or repaired.

A.1.2 LISTING OF GENERAL NOTES

G1 SPECIFICATIONS: Connecticut Department of Transportation Form 817

(2016), Supplemental Specification dated (mm/yy) and Special Provisions.

G2 DESIGN SPECIFICATIONS: AASHTO LRFD Bridge Design Specifications

(Edition - Year), with the Interim Specifications up to and including (year), as
supplemented by the Connecticut Department of Transportation Bridge Design
Manual (2003).

G3 MATERIAL STRENGTHS:

Concrete:
Class PCC 0334Z ................................................................... f c = 3,000 psi
Class PCC 04462 ................................................................... f c = 4,000 psi
Class PCC XXXYZ ................................................................ f c = XX,000 psi

The concrete strength, f’c, used in design of the concrete components is noted
above. The compressive strength of the concrete in the constructed components
shall conform to the requirements of 6.01 – Concrete for Structures, and M.03
– Portland Cement Concrete.

Reinforcement:
(ASTM A615 Grade 60) ......................................................... f y = 60,000 psi

Structural Steel:
(AASHTO M270, Grade 50) .................................................. Fy = 50,000 psi
(AASHTO M270, Grade 50W)............................................... Fy = 50,000 psi
(AASHTO M270, Grade HPS 70W) ...................................... Fy = 70,000 psi
(AASHTO M270, Grade 100, up to 2 ½” thick) .................... Fy = 100,000 psi
(AASHTO M270, Grade 100W, up to 2½” thick) .................. Fy = 100,000 psi
(AASHTO M270, Grade 100, over 2½” to 4”)....................... Fy = 90,000 psi
(AASHTO M270, Grade 100W, over 2½” to 4”) ................... Fy = 90,000 psi

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G4 LIVE LOAD: HL-93, Legal and Permit Vehicles

G5 LIVE LOAD: (Designer to specify live load)

G6 FUTURE PAVING ALLOWANCE: 40 pounds per square foot

G7 FUTURE PAVING ALLOWANCE: None

G8 STRUCTURAL STEEL: See Structural Steel Notes for designations and

requirements.

G9 PAINT: Paint shall conform to the requirements of the special provision, “Field
Painting of Structure (Site No. ).” The color of the topcoat material on the
structural steel shall conform to Federal Standard Color No. , (Color).

ADD THE FOLLOWING IF STEEL BOX GIRDERS ARE USED:

The interior portions of the boxes shall be painted white.

G10 PAINT: Paint shall conform to the requirements of the special provision,
“Structural Steel (Site No.__).” The color of the topcoat material on the
structural steel shall conform to Federal Standard Color No. , (Color).

ADD THE FOLLOWING IF STEEL BOX GIRDERS ARE USED:

The interior portions of the boxes shall be painted white.

G11 PAINT: No painting of structural steel is required. Steel surfaces are to be

prepared for weathering in accordance with the Specifications.

G12 PAINT: Painting of the structural steel is only required at the ends of the
girders. Steel surfaces are to be prepared for weathering in accordance with the
Specifications.

G13 BITUMINOUS CONCRETE OVERLAY: (The Designer shall request a

pavement design from Pavement Management and include the thicknesses and
mix classes in this note)

G14 FOUNDATION PRESSURES AND PILE LOADS: The various Group

Loadings noted on the substructure plan sheets refer to the Group Loads as
given in the AASHTO LRFD Bridge Design Specifications.

G15 DIMENSIONS: When decimal dimensions are given to less than three decimal
places, the omitted digits shall be assumed to be zeros.

G16 EXISTING DIMENSIONS: Dimensions of the existing structure shown on

these plans are for general reference only. They have been taken from the

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original design drawings and are not guaranteed. The Contractor shall take all
field measurements necessary to assure proper fit of the finished work and shall
assume full responsibility for their accuracy. When shop drawings based on
field measurements are submitted for review, the field measurements shall also
be submitted for reference by the reviewer.

A.2 CONCRETE NOTES

A.2.1 Guidelines for Use

Certain Concrete Notes are required to be shown on the plans. The actual notes required shall
be determined with the aid of the following guidelines:

Note No. Requirements for use

C1 Use this note on structures where Remain-In-Place forms are not to be

allowed.

C2 Use this note if the extra load for Remain-In-Place forms has been included
in the design of the structure or any portion of it (such as box girders).
Indicate the load in pounds per square foot and the location where it applies.

C3 For structures designed with steel members, use this note. For temporary
supports, indicate only the type of construction that applies.

C4 For structures designed with prestressed, precast concrete members, use this
note.

C5 For all concrete structure components.

C6 Vacant

C7 Vacant

C8 Vacant

C9 Vacant

C10 Vacant

C11 Vacant

C12 Vacant

C13 Must be shown on the General Plan Sheet.

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C14 Must be shown on the General Plan Sheet.

C15 For structures designed with Grade 60 reinforcement.

C16 Vacant

C17 Vacant

C18 Vacant

C19 Must be shown on the General Plan Sheet where applicable. Generally,
used only when the slab rides over the backwall.

C20 Must be shown on the General Plan Sheet.

C21 Must be shown on the General Plan Sheet. Generally, used only when the
slab rides over the backwall and bridge is on elastomeric bearings.

C22 Must be shown on the General Plan Sheet.

A.2.2 LISTING OF CONCRETE NOTES

C1 REMAIN-IN-PLACE FORMS: The use of remain-in-place forms on this

structure is not allowed.

C2 REMAIN-IN-PLACE FORMS: The use of remain-in-place forms shall be

allowed inside of box girders only. The box girders have been designed for
the additional weight of 15 pounds per square foot for the remain-in-place
forms inside to boxes.

C3 COMPOSITE CONSTRUCTION: No temporary intermediate supports

shall be used during the placing and setting of the concrete deck slab.
Temporary supports may be used for structural steel erection only.
Construction loads and dead loads will be permitted when directed by the
Engineer but only when the concrete has reached a strength of f c = 3500
psi. Live loads (traffic) will be permitted on the structure after the concrete
has reached a strength of f c = 4000 psi.

C4 COMPOSITE CONSTRUCTION: No temporary intermediate supports

shall be used prior to and during the placing and setting of the concrete deck
slab. Construction loads and dead loads will be permitted when directed by
the Engineer but only when the concrete has reached a strength of f c = 3500
psi. Live loads (traffic) will be permitted on the structure after the concrete
has reached a strength of f c = 4000 psi.

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C5 The following pay items and concrete classes are required for cast-in-place
bridge components:

INCLUDE A TABLE SUCH AS THE FOLLOWING THAT INCLUDES

APPLICABLE ITEMS, COMPONENTS AND MIX CLASSES:

Item Bridge Components PCC Class

Footing Concrete Abutment and Wingwall Footings PCC03340
Abutment and Wingwall Stems,
Abutment and Wall
Concrete Bearing Pedestals, Keeper PCC03340
Concrete
Blocks, Cheekwalls
Bridge Deck Concrete Bridge Deck PCC04462
Wingwall Parapet PCC03340
Parapet Concrete
Bridge Parapet PCC04462

C6 Vacant

C7 Vacant

C8 Vacant

C9 Vacant

C10 Vacant

C11 Vacant

C12 JOINT SEAL: See Special Provisions.

C13 EXPOSED EDGES: Exposed edges of concrete shall be beveled 1”x1”

unless dimensioned otherwise.

C14 CONCRETE COVER: All reinforcement shall have two inches cover
unless dimensioned otherwise.

C15 REINFORCEMENT: All reinforcement shall be galvanized after

fabrication unless noted otherwise. All reinforcement shall conform to the
requirements of ASTM A767, Class 1, including supplemental
requirements. The cost of furnishing and placing this reinforcement shall
be included in the item “Deformed Steel Bars – Galvanized.”

C16 Vacant

C17 Vacant

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C18 Vacant

C19 FELT: The cost of furnishing and placing 15-pound roofing felt is included
in the item “Bridge Deck Concrete”.

C20 PREFORMED EXPANSION JOINT FILLER: The cost of furnishing and

installing Preformed Expansion Joint Filler is paid for as “(Thickness and
Type) Joint Filler for Bridges.”

C21 CLOSED CELL ELASTOMER: Furnishing and installing Closed Cell

Elastomer shall be included in the item “(Thickness) Closed Cell
Elastomer.”

C22 CONSTRUCTION JOINTS: Construction joints, other than those shown

on the plans, will not be permitted without the prior approval of the
Engineer.

A.3 INSPECTION OF FIELD WELDS

The following quantity table is required to be shown on all General Plan Sheets:

INSPECTION OF FIELD WELDS

METHODS UNIT QUANTITY
Ultrasonic inch
Magnetic Particle feet

A.4 CONCRETE DISTRIBUTION

The following Concrete Distribution box is required to be shown on the General Plan Sheet for all
structures except box culverts:

CONCRETE DISTRIBUTION
Superstructure C.Y.
Substructure C.Y.
Footings C.Y.
Total C.Y.

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A.5 NOTICE TO BRIDGE INSPECTORS

The following box shall be shown on the General Plan sheet for all bridges. The designer shall
list any items that may require special inspection such as fracture critical members, hangers, joints,
highly stressed members, etc.

NOTICE TO BRIDGE INSPECTORS

The Department’s Bridge Safety procedures require this bridge to be inspected for, but not
limited to, all appropriate components indicated in the governing manuals for bridge
inspection. Attention must be given to inspecting the following special components and
details. (The listing for components for specific attention shall not be construed to reduce the
importance of inspection of any other component of the structure.) The frequency of
inspection of this structure shall be in accordance with the governing manuals for bridge
inspection, unless otherwise directed by the Manager of Bridge Safety and Evaluation.

Component or Detail Structure Sheet Reference

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STRUCTURAL STEEL NOTES

B.1 GENERAL

Certain notes pertaining to the fabrication of structural steel are required to be shown on the plans.
The actual notes required depend on the girder classification. Girder classifications shown below,
and the notes required for each classification, are listed in TABLE B-1.

Note No. 13 should be used as required when the ratio of the unsupported top flange length (feet)
to the top flange width (feet) at the section of maximum compressive stress is equal to or greater
than one hundred (100).

Steel box girders require the same notes as for welded girders. In addition, Note No. 14 should be
used for all box girder structures. Additional notes may be required for special conditions required
by box girders.

B.2 GIRDER CLASSIFICATIONS

B.2.1 Simple Spans

 Class “A” - Rolled Beams.

 Class “B” - Welded Girders.
 Class “C” - Welded Girders with Field Splices.
 Class “D” - Welded Curved Girders with Field Splices (Heat curving allowed).
 Class “E” - Welded Curved Girders with Field Splices (Heat curving not allowed).
 Class “F” - Welded Curved Girders w/o Field Splices (Heat curving allowed).
 Class “G” - Welded Curved Girders w/o Field Splices (Heat curving not allowed).

B.2.2 Continuous Spans

 Class “H” - Rolled Beams.

 Class “I” - Curved Rolled Beams.
 Class “J” - Welded Girders.
 Class “K” - Welded Curved Girders (Heat curving allowed).
 Class “L” - Welded Curved Girders (Heat curving not allowed)

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 Connecticut Department of Transportation Bridge Design Manual

TABLE B-1: GIRDER CLASSIFICATIONS

A B C D E F G H I J K L
1 x x x x x x x x x x x x
2 x x x x x x x x x x x x
3 x x x x x x x x x x x x
4 x x x
5 x x x
6 x x x x x x
7 x x x
8 x x x x x x x x x x x x
9 x x x x x x x x x
10 x x x x x x x x x
11 x x x x x x x x x
12 x x x x x x x x x x x x
13 x x x x x x x x x x x x

x designates notes that must be included on the plans.

B.3 LIST OF STRUCTURAL STEEL NOTES

1. For Non-Fracture Critical bridge members use one of the following notes:

“Structural Steel (Low Alloy) shall conform to AASHTO M270, Grade 50 T2”
“Structural Steel (Low Alloy) shall conform to AASHTO M270, Grade 50 WT2”

For Fracture Critical bridge members use one of the following notes:

“Structural Steel (Low Alloy) shall conform to AASHTO M270, Grade 50 F2”
“Structural Steel (Low Alloy) shall conform to AASHTO M270, Grade 50 WF2”

Where corrosion resistant steel is required:

“ * shall conform to AASHTO M270, Grade 50 WT2”

(* Insert component parts, such as bearings, expansion dams, troughs, etc.)

2. “Welding details, procedures and testing methods shall conform to the ANSI/AASHTO/AWS
D1.5-(year) - Bridge Welding Code, unless otherwise noted on the plans.”

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3. “Field splices will not be allowed except with the written permission of the Engineer prior to
the submission of shop drawings. If allowed, these splices shall be designed by the Contractor and
approved by the Engineer. The cost of these splices, including the cost of design, shall be at no
extra expense to the State.”
or

“Bolted field splices, other than those indicated on the plans, will not be allowed except with the
written permission of the Engineer prior to the submission of shop drawings. If allowed, these
splices shall be designed by the Contractor and approved by the Engineer. The cost of these
splices, including the cost of design, shall be at no extra expense to the State. Welded field splices
will not be allowed.”

4. “All welded girders shall be fabricated to the required horizontal curvature by heat curving or
by cutting the flanges from larger size plates. Where curvature is provided by cutting the flanges,
the Contractor shall indicate on the shop drawings the location of any additional splices required.”

5. “All welded girders shall be fabricated to the required horizontal curvature by cutting the flanges
from larger size plates. Heat curving will not be allowed. The Contractor shall indicate on the
shop drawings the location of any additional splices required.”

6. “All web to flange, web to bearing stiffener and bearing stiffener to flange fillet welds shall be
inspected by the magnetic particle method.”

7. “All web to flange, web to bearing stiffener and bearing stiffener to flange fillet welds shall be
inspected in their entirety by the magnetic particle method after heat curving.”

8. “Multiple pass welds, inspected by the magnetic particle method shall have each pass or layer
inspected and accepted before proceeding to the next pass or layer, as determined by the Engineer.”

9. “Shop flange splices shall be located a minimum of 6 inches from web splices.”

10. “Flange or web splices shall be located a minimum of 6 inches from stiffeners and connection
plates.”

11. “Ends of beams shall be vertical after the application of full dead loads.”

or

“Bearing stiffeners and the ends of girders shall be vertical after the application of full dead loads.”

or

“Bearing and intermediate stiffeners and the ends of girders shall be vertical after the application
of full dead loads.

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12. For non-fracture critical members, include use one of the following notes:

“Structural steel fabricators shall be certified under the AISC Certification Program
Category for either Bridge Fabricator Simple (SBR)” or “Bridge Component QMS (CPT).”
Typical work includes:
1. Bridge cross frames for straight bridges with skew angles less than 30 degrees
2. Highway sign structures
3. Bridge inspection catwalks
4. Grid decks
5. Scuppers
6. Expansion joints
7. Bearings

“Structural steel fabricators shall be certified under the AISC Certification Program
Category Bridge Fabricator Simple (SBR).”
Typical work includes:
1. Straight simple un-spliced rolled beams

“Structural steel fabricators shall be certified under the AISC Certification Program
Category Bridge Fabricator Intermediate (IBR).”
Typical work includes:
1. Rolled beam with field or shop splices, straight or with radius over 500 ft.
2. Built up I-shaped plate girder with constant depth except for dapped ends, with or without
splices, either straight or with radius over 500 ft.
3. Built up I-shaped plate girder with variable depth, either straight or with a radius over 1000
ft
4. Truss with a length over 200 ft or less that is entirely pre-assembled at the certified facility
and shipped in no more than three sub-assemblies

“Structural steel fabricators shall be certified under the AISC Certification Program
Category Bridge Fabricator Advanced (ABR).”
Typical work includes:
1. Tub or trapezoidal box girders, closed box girder bridges
2. Curved girder with radius under 500 ft.
3. Large or no-preassembled trusses, arches
4. Moveable bridges
5. Cable stayed bridges

or

For fracture-critical members, include one of the following two notes:

“Structural steel fabricators shall be certified under the AISC Certification Program
Category Bridge Fabricator Intermediate with Fracture Critical endorsement (IBR, F).”
Examples:
1. Rolled beam with field or shop splices, straight or with radius over 500 ft.

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 Connecticut Department of Transportation Bridge Design Manual

2. Built up I-shaped plate girder with constant depth except for dapped ends, with or without
splices, either straight or with radius over 500 ft.
3. Built up I-shaped plate girder with variable depth, either straight or with a radius over 1000
ft.
4. Truss with a length over 200 ft or less that is entirely pre-assembled at the certified facility
and shipped in no more than three sub-assemblies

“Structural steel fabricators shall be certified under the AISC Certification Program
Category certified Bridge Fabricator Advanced with Fracture Critical endorsement (ABR,
F).”
Examples:
1. Tub or trapezoidal box girders, closed box girder bridges
2. Curved girder with radius under 500 ft.
3. Large or no-preassembled trusses, arches
4. Moveable bridges
5. Cable stayed bridges

13. “The Contractor shall take the proper precautions to ensure the stability of all structural
elements until the total structure is in being.”

14. “It shall be the Contractor’s responsibility to provide any additional temporary bracing
required to maintain the geometry of the individual box girders, as well as the total steel structure,
throughout all phases of construction including placement of the concrete deck.”

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DIVISION 3

DESIGN AIDS
 Connecticut Department of Transportation Bridge Design Manual

DIVISION 3
DESIGN AIDS
TABLE OF CONENTS

SECTION 1 - GENERAL
1.1 – Design Operating Vehicles

Design Operating Vehicles (Rev. 04/19)............................................................. 1.1.1

SECTION 2 – BRIDGE GEOMETRY (VACANT)

SECTION 3 – SUBSTRUCTURE DETAILS

3.1 – Abutment Sections & Details

Seat Type Abutment ........................................................................................... 3.1.1

Pedestal Type Abutment – Typical Elevation View ........................................... 3.1.2a

Pedestal Type Abutment – Section A ............................................................... 3.1.2b

Pedestal Type Abutment – Section B ................................................................3.1.2c

Pedestal Type Abutment – Pedestal Reinforcement ........................................ 3.1.2d

Pedestal Type Abutment – Corner Reinforcement ........................................... 3.1.2e

Pedestal Type Abutment – Access Details ....................................................... 3.1.3a

Pedestal Type Abutment – Access Details ....................................................... 3.1.3b

Pedestal Type Abutment – Access Details ........................................................3.1.3c

Expansion Joint Detail at Abutment .................................................................. 3.1.4a

Expansion Joint Detail at Abutment .................................................................. 3.1.4b

Abutment Details for Precast Concrete Deck Units

with Approach Slab (Rev. 01/05) .................................................................... 3.1.5

Abutment Details for Precast Concrete Deck Units

without Approach Slab (Rev. 01/05) ............................................................... 3.1.6

 Connecticut Department of Transportation Bridge Design Manual

3.2 – Abutment Backfill & Drainage Requirements

Shoulder Abutment Drainage & Backfill Requirements....................................... 3.2.1

Embankment Abutment Drainage & Backfill Requirements (Rev. 01/05) ........... 3.2.2

Pedestal Type Abutment Drainage & Backfill Requirements .............................. 3.2.3

3.3 – Piers

Anchor Bolt Forms at Piers ................................................................................. 3.3.1

3.4 – Wall Sections & Details

Flared Type Wingwall or Retaining Wall ............................................................. 3.4.1

U-Type Wingwall or Retaining Wall with Sloped Curb ........................................ 3.4.2

Standard Wingwall Parapet (32” High) ............................................................... 3.4.3

Standard Wingwall Parapet (42” High) ............................................................... 3.4.4

U-Type Wingwall or Retaining Wall with Sidewalk (Rev. 01/05) ......................... 3.4.5

Wingwall Parapet with Sidewalk ......................................................................... 3.4.6

Concrete Barrier Wall (32” High) ........................................................................ 3.4.7

Concrete Barrier Wall (42” High) ........................................................................ 3.4.8

Typical Section-Prefabricated Modular Wall

(Sloping Backfill) (Rev. 03/09) .......................................................................... 3.4.9a

Typical Section-Mechanically Stabilized Earth Wall

(Sloping Backfill) (Rev. 03/09) .......................................................................... 3.4.9b

Typical Section-Cast-In-Place Reinforced Concrete

(Sloping Backfill) (Rev. 03/09) ...........................................................................3.4.9c

Typical Section-Prefabricated Modular Wall

(Level Backfill) (Rev. 03/09)............................................................................ 3.4.10a

Typical Section-Mechanically Stabilized Earth Wall

(Level Backfill) (Rev. 03/09)............................................................................ 3.4.10b

 Connecticut Department of Transportation Bridge Design Manual

Typical Section-Cast-In-Place Reinforced Concrete

(Level Backfill) (Rev. 03/09).............................................................................3.4.10c

Design Information for Alternate Walls (Rev. 03/09)......................................... 3.4.11

Plan Notes for Alternate Walls (Rev. 03/09) ..................................................... 3.4.12

Typical Section-Embankment Wall (Rev. 03/09) .............................................. 3.4.13

Plan Notes for Embankment Walls (Rev. 03/09) .............................................. 3.4.14

3.5 – Wall Backfill & Drainage Requirements

Flared Type Wingwall or Retaining Wall – Drainage & Backfill Requirements.... 3.5.1

U-Type Wingwall or Retaining Wall – Drainage & Backfill Requirements ........... 3.5.2

3.6 – Miscellaneous Details

Vertical Stem Joint Details .................................................................................. 3.6.1

Abutment and Toe of Slope Locations (Height of Rock > 8’-0”) .......................... 3.6.2

Typical Embankment Abutment – Normal Section (H ≤ 5’-0”) ............................ 3.6.3

Typical Embankment Abutment – Normal Section (5’-0” < H ≤ 8’-0”) ................. 3.6.4

Typical Embankment Abutment – Normal Section (H > 8’-0”) ............................ 3.6.5

Footing Step Details ........................................................................................... 3.6.6

SECTION 4 – STRUCTURAL STEEL DETAILS

4.1 – Framing Plans

Typical Framing Plan – Skew Angle ≤ 20° ........................................................ 4.1.1a

Typical Framing Plan – Skew Angle > 20°........................................................ 4.1.1b

4.2 – Girder Details

Bearing Stiffeners ............................................................................................... 4.2.1

Clip & Weld Termination for Connection Plates and Bearing Stiffeners ............. 4.2.2

Clip & Weld Termination for Intermediate Stiffeners ........................................... 4.2.3

 Connecticut Department of Transportation Bridge Design Manual

Connection Plates at Intermediate Diaphragms (Rev. 01/05) ............................. 4.2.4

Connection Plates at End Bearing Diaphragms (Rev. 01/05) ............................. 4.2.5

4.3 – Diaphragm Details

End Bearing Diaphragm – Web Depth ≤ 4’-0” .................................................... 4.3.1

Intermediate Diaphragm – Web Depth ≤ 4’-0” (Rev. 01/05)................................ 4.3.2

End Bearing Cross Frames – Web Depth > 4’-0” ............................................... 4.3.3

Intermediate Cross Frames – Web Depth > 4’-0” ............................................... 4.3.4

4.4 – Bearings

Fixed Bearing ..................................................................................................... 4.4.1

4.5 – Miscellaneous Steel Details

Steel Box Girder – End Diaphragm Access Details .......................................... 4.5.1a

Steel Box Girder – End Diaphragm Access Details .......................................... 4.5.1b

Catenary Connection Detail for Bridges over Electrified Railroads ................... 4.5.2a

Catenary Connection Detail for Bridges over Electrified Railroads ................... 4.5.2b

SECTION 5 – PRESTRESSED CONCRETE DETAILS

5.1 – Adjacent Voided Slabs

Section Properties – AASHTO Concrete Slabs – 3’-0” Wide ............................ 5.1.1a

Section Properties – AASHTO Concrete Slabs – 3’-0” Wide ............................ 5.1.1b

Section Properties – AASHTO Concrete Slabs – 3’-0” Wide (Rev. 01/05) ........5.1.1c

Section Properties – AASHTO Concrete Slabs – 4’-0” Wide (Rev. 01/05) ....... 5.1.2a

Section Properties – AASHTO Concrete Slabs – 4’-0” Wide ............................ 5.1.2b

Section Properties – AASHTO Concrete Slabs – 4’-0” Wide .............................5.1.2c

Strand Locations – AASHTO Concrete Slab (SI & SII – 3’-0”) ............................ 5.1.3

Strand Locations – AASHTO Concrete Slab (SIII & SIV – 3’-0”) ........................ 5.1.4
 Connecticut Department of Transportation Bridge Design Manual

Strand Locations – AASHTO Concrete Slab (SI & SII – 4’-0”) ............................ 5.1.5

Strand Locations – AASHTO Concrete Slab (SIII & SIV – 4’-0”) ........................ 5.1.6

Strand Locations – AASHTO Concrete Slab (Design Information) ..................... 5.1.7

Typical Midspan Section – AASHTO Concrete Slabs ......................................... 5.1.8

End Block Reinforcement – AASHTO Concrete Slabs ..................................... 5.1.9a

End Block Reinforcement – AASHTO Concrete Slabs ..................................... 5.1.9b

5.2 – Adjacent Box Beams

Section Properties – AASHTO Concrete Box Beams ....................................... 5.2.1a

Section Properties – AASHTO Concrete Box Beams ....................................... 5.2.1b

Strand Locations – AASHTO Box Beams (Type BI, BI Modified & BII) .............. 5.2.2

Strand Locations – AASHTO Box Beams (Type BIII, BIV & BIV Modified) ......... 5.2.3

Typical Midspan Section – AASHTO Box Beams ............................................... 5.2.4

End Block Reinforcement – AASHTO Box Beams ........................................... 5.2.5a

End Block Reinforcement – AASHTO Box Beams ........................................... 5.2.5b

5.3 – Transverse Tie Details

Framing Plan – Precast Concrete Deck Units (Skew ≤ 35°) ............................... 5.3.1

Transverse Tie Strand Arrangement for Precast Concrete

Deck Units (Skew ≤ 35°) ................................................................................. 5.3.2

Framing Plan with Stage Construction – Precast Concrete

Deck Units (Skew > 35°)................................................................................. 5.3.3

Stage Construction Details for Precast Concrete Deck Units (Skew ≤ 35°) ........ 5.3.4

Framing Plan – Precast Concrete Deck Units (Skew > 35°) ............................... 5.3.5

Transverse Tie Strand Arrangement for Precast Concrete

Deck Units (Skew > 35°)................................................................................. 5.3.6

Transverse Tie Locations – Precast Concrete Deck Units.................................. 5.3.7

 Connecticut Department of Transportation Bridge Design Manual

Internal Diaphragms for Precast Concrete Voided Slabs (Skew ≤ 25°) ............. 5.3.8

Internal Diaphragms for Precast Concrete Voided Slabs (Skew > 25°) .............. 5.3.9

Internal Diaphragms – Precast Concrete Box Beams ...................................... 5.3.10

Typical Longitudinal Joint – Precast Concrete Deck Units................................ 5.3.11

Vacant .............................................................................................................. 5.3.12

Transverse Tie Anchorage – Precast Concrete Deck Units.............................. 5.3.13

Transverse Tie Tensioning Notes for Precast Concrete

Box Beams (Skew ≤ 35°) .............................................................................. 5.3.14

Transverse Tie Tensioning Notes for Precast Concrete

Box Beams (Skew > 35°).............................................................................. 5.3.15

5.4 – Bulb Tee Details

Section Properties New England Bulb Tee Type (NEBT 40-72) ......................... 5.4.1

Typical Midspan Section New England Bulb Tee Beams ................................... 5.4.2

Strand Locations and Hold Down Details (New England Bulb Tee Beams) ....... 5.4.3

5.5 – Bearings

Elastomeric Bearing Layout for Precast Concrete Deck Units ............................ 5.6.1

5.6 – Parapets

Standard parapet – 32” High (On Voided Slabs) ................................................ 5.6.1

Standard parapet – 32” High (On Butted Box Beams) ........................................ 5.6.2

Standard parapet – 42” High (On Voided Slabs) ................................................ 5.6.3

Standard parapet – 42” High (On Butted Box Beams) ........................................ 5.6.4

Parapet with Sidewalk (On Voided Slabs) .......................................................... 5.6.5

Parapet with Sidewalk (On Butted Box Beams).................................................. 5.6.6

 Connecticut Department of Transportation Bridge Design Manual

SECTION 6 – Bridge Deck Details

6.1 – Slab Details

Typical Slab Section (Rev. 01/05) ...................................................................... 6.1.1

Typical Section at Transverse Construction Joint in Slab ................................... 6.1.2

Tie-Down For Slab Reinforcement ..................................................................... 6.1.3

Details at Ends of Slabs (Steel Stringers) ........................................................... 6.1.4

Additional Reinforcement at Acute Corners (Skew > 20°) ................................ 6.1.5a

Additional Reinforcement at Acute Corners (Skew > 20°) ................................ 6.1.5b

Shear Connectors (Welded Stud) ....................................................................... 6.1.6

Deck Weephole Details (Welded Girders and Rolled Beams) ............................ 6.1.7

Deck Weephole Details (Steel Box Girders) ....................................................... 6.1.8

Overlay Interface Drainage Details ..................................................................... 6.1.9

6.2 – Parapet Details

Standard Parapet – 32” High .............................................................................. 6.2.1

Standard Parapet – 42” High .............................................................................. 6.2.2

Parapet with Sidewalk ........................................................................................ 6.2.3

Design Information for Parapets ......................................................................... 6.2.4

Anchorage for Regulatory, Warning and Guide Signs ...................................... 6.2.5a

Anchorage for Regulatory, Warning and Guide Signs ...................................... 6.2.5b

Anchorage for Box Truss Sign Support ............................................................ 6.2.6a

Anchorage for Box Truss Sign Support ............................................................ 6.2.6b

Parapet Reinforcement at Lighting Standard and Junction Box ....................... 6.2.7a

Parapet Reinforcement at Lighting Standard .................................................... 6.2.7b

Parapet Reinforcement at Lighting Standard .....................................................6.2.7c

Parapet Reinforcement at Junction Box ........................................................... 6.2.8a

 Connecticut Department of Transportation Bridge Design Manual

Parapet Reinforcement at Junction Box ........................................................... 6.2.8b

Parapet Reinforcement at Junction Box (Parapet and Sidewalk) ......................6.2.8c

6.3 – Median Barrier Details

Standard Split Median Barrier Curb (4’-9” High) (Rev. 04/19) ............................ 6.3.1

6.4 – Approach Slab Details

Bridge Approach Slabs – Skew ≤ 35° ................................................................. 6.4.1

Bridge Approach Slabs – Skew > 35° ................................................................. 6.4.2

Bridge Approach Slab Details ........................................................................... 6.4.3a

Bridge Approach Slab Details ........................................................................... 6.4.3b

SECTION 7 – Expansion Joint Details

7.1 – Asphaltic Plug Joints

Asphaltic Expansion Joint System .................................................................... 7.1.1a

Asphaltic Plug Expansion Joint System ............................................................ 7.1.1b

7.2 – Strip Seals

Elastomeric Concrete Expansion Joint System (Rev. 04/19)......................... 7.2.1a-e

7.3 – Finger Joints

Finger Joint Details at Abutment ......................................................................... 7.3.1

Finger Joint Details at Abutment (End of Slab Section) ...................................... 7.3.2

Finger Joint Details at Abutment (Backwall Section) .......................................... 7.3.3

Finger Joint Details at Abutment (Finger Joint) ................................................... 7.3.4

7.4 – Modular Joints

Modular Expansion Joint .................................................................................... 7.4.1

 Connecticut Department of Transportation Bridge Design Manual

7.5 – Expansion Joints

Silicone Expansion Joint (Rev. 04/19) ........................................................... 7.5.1a-e

SECTION 8 – Bridge Railing and Approach Rail Details

8.1 – Metal Bridge Railing (VACANT)

8.2 – Protective Fence (VACANT)

8.3 – Approach Rail Attachments

Parapet Anchorage – Three Cable Guide Railing (Type I) ................................. 8.3.1

Parapet Anchorage – Three Cable Guide Railing (Type II) ................................ 8.3.2

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 42” High Leading End (Rev. 04/19) ................................. 8.3.3a

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 42” High Leading End (Rev. 04/19) ................................. 8.3.3b

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 42” High Leading End (Rev. 04/19) ..................................8.3.3c

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 42” High Leading End (Rev. 04/19) ................................. 8.3.3d

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 42” High Trailing End (Rev. 04/19) .................................... 8.3.4

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 32” High Leading End (Rev. 04/19) ................................. 8.3.5a

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 32” High Leading End (Rev. 04/19) ................................. 8.3.5b

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 32” High Leading End (Rev. 04/19) ..................................8.3.5c

 Connecticut Department of Transportation Bridge Design Manual

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 32” High Leading End (Rev. 04/19) ................................. 8.3.5d

Safety Shape Transition for Beam Rail Attachment

Standard Parapet 32” High Trailing End (Rev. 04/19) .................................... 8.3.6

Beam Rail Attachment for Vertical Face Parapet with Sidewalk

32” High Leading End (Rev. 04/19) .............................................................. 8.3.7a

Beam Rail Attachment for Vertical Face Parapet with Sidewalk

32” High Leading End (Rev. 04/19) .............................................................. 8.3.7b

Beam Rail Attachment for Vertical Face Parapet with Sidewalk

32” High Leading End (Rev. 04/19) ...............................................................8.3.7c

Beam Rail Attachment for Vertical Face Parapet with Sidewalk

32” High Leading End (Rev. 04/19) .............................................................. 8.3.7d

Beam Rail Attachment for Vertical Face Parapet with Sidewalk

32” High Trailing End (Rev. 04/19) ................................................................. 8.3.8

Beam Rail Attachments Beam Rail Notes .......................................................... 8.3.9

Beam Rail Attachment for Reconstructed Vertical Face Parapet

With Sidewalk 42” High Leading End (Rev. 04/19) ....................................... 8.3.9a

Beam Rail Attachment for Reconstructed Vertical Face Parapet

With Sidewalk 42” High Leading End (Rev. 04/19) ....................................... 8.3.9b

Beam Rail Attachment for Reconstructed Vertical Face Parapet

With Sidewalk 42” High Leading End (Rev. 04/19) ........................................8.3.9c

Beam Rail Attachment for Reconstructed Vertical Face Parapet

With Sidewalk 42” High Leading End (Rev. 04/19) ....................................... 8.3.9d

Beam Rail Attachment for Vertical Face Parapet with Sidewalk

42” High Trailing End (Rev. 04/19) ............................................................... 8.3.10

 Connecticut Department of Transportation Bridge Design Manual

SECTION 9 – Rehabilitation
9.1 – Deck Rapair

Details for Removal of Portions of Existing Concrete Haunch ............................ 9.1.1

Details for Removal of Portions of Existing Concrete Haunch (Notes) ............... 9.1.2

9.2 – Substructure Rapairs (VACANT)

9.3 – Parapet Modifications

Parapet Modification Details ............................................................................. 9.3.1a

Parapet Modification Details ............................................................................. 9.3.1b

Parapet Modification Details (Notes) .................................................................9.3.1c

SECTION 10 – Buried Structures

10.1 – Precast Concrete Box Culverts

Vacant .............................................................................................................. 10.1.1

Precast Box Culvert – Typical Section .............................................................. 10.1.2

Precast Box Culvert – Cast-in-Place Cutoff and Return

Wall Detail (Rev. 01/05) ................................................................................ 10.1.3

Precast Box Culvert – Cast-in-Place Nosing and Footing

Detail (Rev. 01/05)...................................................................................... 10.1.4a

Precast Box Culvert – Cast-in-Place Nosing Section ..................................... 10.1.4b

Precast Box Culvert – Cast-in-Place Nosing Footing Section......................... 10.1.4c

Precast Culvert Notes ....................................................................................... 10.1.5

Typical Box Culvert Wingwall Layout ................................................................ 10.1.6

Vacant .............................................................................................................. 10.1.7

10.2 – Cast-in-Place Concrete Box Culverts

Cast-in-Place Box Culvert – Reinforcement Details ......................................... 10.2.1

 Connecticut Department of Transportation Bridge Design Manual

Joint and Backfill Details for Box Culverts ........................................................ 10.2.2

10.3 – Junction Boxes (VACANT)

SECTION 11 – Sign Supports (VACANT)

 BRIDGE PLATES 1.1.1 AND 1.1.2 DELETED, 04/19

Issue Date:
10/03
CONNECTICUT Revision Date:
DESIGN OPERATING 04/19
BRIDGE DESIGN
VEHICLES Plate Number:

MANUAL 1.1.1
Bridge Manual Section 3 V8.dgn 3/4/2009 1:53:08 PM
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Bridge Manual Section 3 V8.dgn 3/4/2009 1:49:10 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 1:46:48 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 1:44:54 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 1:42:09 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 1:39:33 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 1:31:03 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 1:36:37 PM
Bridge Manual Section 3 V8.dgn 3/4/2009 2:19:36 PM
 1’
-10"
1"Bevel
(Typ.
) 2" 2 "
1’
-0" 5" 1" 2"
8 -#5

1"
2"Rigi
d Metal
#5 @ 12"

MANUAL
Condui
tin St
ruct
ure
(
Ifrequi
red)
1"

Mandator
y

CONNECTICUT
BRIDGE DESIGN
1’- 4"
const
ruct
ion
j
oint
,roughen

1’- 10"
See "
Rust
icat
ion Rusti
cati
on
Det
ail
" surf
ace
Detai
l

2’- 8"
Varies
2’- 11" min.

Bi
tumi
nousConcr
ete
Overl
ayon Membrane
#5 @ 1’
-0"
Waterpr
oof
ing (
3"mi
n.)
7"

3"
6"

See Pl
an

varies
1’- 3"
Not
e1

1’
-5"
To al l
ow f or developm ent
9"

l
engt h,t he voids in the

32" HIGH
exterior units shallbe
eli
mi nated as requi red
2"
and t he uni ts designed

STANDARD PARAPET

(ON VOIDED SLABS)

accordi ngly.

For structures on hori

zontal 3"
3’
-0
"

curvature,specialstudi
es are #5 @ 12"
#5 i
n hookSee
required.
Pl
an Not
e1
{ ~1"Dr
ip See Pl
an Not
e1

PLAN NOTES:

1. Rei
nfor
cementt
o be pai
dforundert
he i
tem "
Prest
ressed DeckUni
ts.
"

Issue Date:

Plate Number:
Revision Date:

5.6.1
2/11
10/03
 1"Bevel 1’
-10"
(Typ.
)
2" 2 "
1’
-0" 5" 1" 2"
8 -#5

1"
2"Rigi
d Metal

MANUAL
#5 @ 12"
Condui
tin St
ruct
ure
1"

(
Ifrequi
red)

CONNECTICUT
Mandatory

BRIDGE DESIGN
1’ - 4"
constr
uct
ion
See "
Rust
icat
ion j
oint
,roughen

1’- 10"
Rusti
cati
on
Det
ail
" surf
ace
Detai
l
2’ - 8"
Varies
(2’ - 11" min.)

Bi
tumi
nousConcr
ete
#5 @ 1’-0"
Over
layon Membr
ane
3"
See Pl
an
7"
6"

Wat
erpr
oof
ing (
3"mi
n.)
Not
e1

varies
1’- 3"
1’
-5"
To al l
ow f or developm ent
9"

l
engt h,the voids in the

32" HIGH
exterior uni
ts shallbe
shallower and t he unit
s
designed accordi ngly. 2"
1"
cover

STANDARD PARAPET

(ON BUTTED BOX BEAMS)

3’
-

For structures on hori

zontal 3"
0"

curvature,specialstudi
es are #5 i
n hookSee #5 @ 12"
required. Pl
an Not
e1
{ ~1"Dr
ip See Pl
an Not
e1

PLAN NOTES:

Issue Date:

Plate Number:
Revision Date:
1.Rei
nfor
cementt
o be pai
dforundert
he i
tem "
Prest
ressed DeckUni
ts.
"

5.6.2
2/11
10/03
 1’
-11"
1"Bevel 2 " 1’
-0" 3 " 5"
(
Typ.
)
1" 2"
#6 @ 12"

1"
10 -#7 Mandatory

MANUAL
constr
uct
ion
2"Rigi
d Metal j
oint
,roughen
Condui
tin St
ruct
ure
1"

CONNECTICUT
surf
ace

2’- 2"

BRIDGE DESIGN
(
Ifrequi
red)

2’ - 8"
See "
Rust
icat
ion Rusti
cati
on
3’ - 6"
Varies

Det
ail
" Detai
l
3’- 9" min.

Bi
tumi
nousConcr
ete
#5 @ 1’
0"
Overl
ayon Membrane
7"

See Pl
an 3" Waterpr
oof
ing (
3"mi
n.)
6"

Varies
1’- 5"
Not
e1

To al l
ow f or developm ent 1’
-6"

42" HIGH
11"

l
engt h,t he voids in the
exterior units shallbe
eli
mi nated as requi red

(ON VOIDED SLAB)

STANDARD PARAPET
and t he uni ts designed 2"
accordi ngly.

For structures on hori

zontal 3" #5 i
n hookSee
3’
-0

Pl
an Note1
"

curvature,specialstudi
es are #6 @ 12"
required.
{ ~1"Dr
ip
See Pl
an Not
e1

PLAN NOTES:

Issue Date:

Plate Number:
Revision Date:

5.6.3
1.Rei
nfor
cementt
o be pai
dforundert
he i
tem "
Prest
ressed DeckUni
ts.
"

2/11
10/03
 1’
-11"
1"Bevel 2 "
12" 3 " 5"
(Typ.
)
1" 2"
#6 @ 12"

1"
10 -#7 Mandatory
constr
uct
ion
2"Rigi
d Metal

MANUAL
j
oint
,roughen
Condui
tin St
ruct
ure
1"
surf
ace

2’- 2"
(
Ifrequi
red)

CONNECTICUT
BRIDGE DESIGN
2’- 8"
Rusti
cati
on

3’- 6"
See "
Rust
icat
ion Varies
Det
ail
" Detai
l
(3’ -9" min.)

Bi
tuminousConcret
e
Overl
ayon Membr ane
7" Waterpr
oof
ing (
3"min.
)
6"

3"

Varies
#5 @ 12"

1’ - 5"
See Pl
an
Not
e1

To al l
ow f or developm ent 1’
-6"
11"

l
engt h,the voids in the

42" HIGH
exterior uni
ts shallbe
shallower and t he unit
s
designed accordi ngly.

STANDARD PARAPET
2"
1"
cover
3-

(ON BUTTED BOX BEAMS)

0"

#6 @ 12"
For structures on hori
zontal 3"
#5 i
n hookSee
curvature,specialstudi
es are Pl
an Note1
See Pl
an Not
e1
required.
{ ~1"Dr
ip

PLAN NOTES:

Issue Date:

Plate Number:
Revision Date:

5.6.4
1. Reinforcement to be paid for under the item "Prestressed Deck Units."

2/11
10/03
 1’
-3" See Di
visi
on I 2"
1"

3" 1’
-0"

1"
#5 @ 1’
-0"
1"Bevel
Roughen cont
act
(Typ.
) #5 @ 1’
-0"

MANUAL
sur
face
1"

CONNECTICUT
2"Rigi
d Metal

BRIDGE DESIGN
#5 @ 6"
Condui
tin St
ruct
ure
(
Ifrequi
red) 1’
-8"(
Typ.
) Rusti
cati
on
Detai
l

7 - #5
2’ -4" (*)
2’ -8" (**)

1’ -8" (*)
2’ -0" (**)
1’
-4" Tool
ed edge
spli
ce
See "
Rust
icat
ion
1"

(Typ.
)
Det
ail
"

1’- 4"
Mandat
oryconsr
tuct
ion
6"

j
oint
,roughen sur
face

4"

Varies
9"
#5 @ 1’ -0"
See Plan Note1 Bi
tumi
nousConcr
ete Over
lay
For structures on hori
zontal 3"mi
n.,
on Membr
ane Wat
erpr
oof
ing
curvature,specialstudi
es are 2’
-3"max. #5 i
n hook
(
3"mi
n.)
required. See Pl
an Not
e1

(ON VOIDED SLABS)

{ ~1"Dr
ip

PARAPET WITH SIDEWALK

Pl
an Not
es:

1.Rei
nfor
cementt
o be pai
dforundert
he i
tem "
Prest
ressed DeckUni
ts.
"

DESI
GN GUI
DELI
NES:

Issue Date:
* with prot
ective f
ence

Plate Number:
Revision Date:
** wi
th pedest
rian rai
ling

5.6.5
2/11
10/03
 1’
-3" See Di
visi
on I
1" 2"
3" 1’
-0"

1"
1"Bevel #5 @ 1’
-0"
(Typ.
) #5 @ 12"
Roughen cont
act

MANUAL
sur
face
1"

2"Rigi
d Metal

CONNECTICUT
BRIDGE DESIGN
Condui
tin St
ruct
ure #5 @ 6"
(
Ifrequi
red) Rusti
cati
on
1’
-8" Detai
l

1’- 8" (*)

7 - #5

2’- 0" (**)

2’- 4" (*)
1’
-4"spli
ce

2’- 8" (**)

Tool
ed edge
See "
Rust
icat
ion (Typ.
)
1"

Det
ail
"

1’- 4"
Mandat
oryconsr
tuct
ion
6"

j
oint
,roughen sur
face
9"

4"

Varies
#5 @ 1’
-0"
See Pl
an Not
e1
1"

1’- 3"

PARAPET
WITH SIDEWALK
For structures on hori
zontal 3"mi
n.
curvature,specialstudi
es are 2’
-3"max. #5 i
n hookSee Bi
tumi
nousConcr
ete Over
lay

(ON BUTTED BOX BEAMS)

required. Pl
an Note1 on Membr
ane Wat
erpr
oof
ing
{ ~1"Dr
ip
(
3"mi
n.)
PLAN NOTES:

1.Rei
nfor
cementt
o be pai
dforundert
he i
tem "
Prest
ressed DeckUni
ts.
"

DESI
GN GUI
DELI
NES:

Issue Date:
* with prot
ective f
ence

Plate Number:
Revision Date:
** wi
th pedest
rian rai
ling

5.6.6
2/11
10/03
 #4 @ 1’ -0"See Design Guideline 2

Splices, when required, Thickness varies

shall be alternated (to appear on all
See Plan Note 1
See Design
contract plans)
Guideline 2
Tie down bar,
Slab
2" see Plate 6.1.3
thickness
Cover

1"
Cover Haunch shall be kept
to a minimum of 1" at 8" min. uniform
center of span slab

See Design Guideline 1

PLAN NOTES:

1. Bituminous concrete overlay on membrane waterproofing

DESIGN GUIDELINES:

1. Bars shall be designed in accordance with current AASHTO specifications.

For additional longitudinal slab reinforcement at ends of slab, see Plate 6.1.4.
For additional slab reinforcement at acute corners, (skew angle greater than
20), see Plate 6.1.5a.

2. Splices and development lengths shall be determined by the designer in

accordance with the latest AASHTO design criteria.

Issue Date:
10/03
CONNECTICUT Revision Date:
2/11
BRIDGE DESIGN TYPICAL SLAB SECTION Plate Number:

MANUAL 6.1.1
 #4 x 5’- 0" Dowels placed
midway between longitudinal
reinforcing

Tooled edge joint

Membrane See Design See Plan Note 1

waterproofing Guidelines 1 & 2

1" See Plan Note 2

2’- 6" 2’- 6"

PLAN NOTES:

1. Bituminous concrete overlay on membrane waterproofing.

2. Roughen surface, blast clean then apply a neat cement grout or other suitable bonding
material immediately prior to placing adjacent pour.See Note 3.

DESIGN GUIDELINES:

1. Transverse reinforcement placed on a skew to this joint shall be continuous

through this joint.

2. This joint shall be allowed and shown on the plans only when sequence of
pour is required.

Issue Date:
10/03
CONNECTICUT TYPICAL SECTION AT Revision Date:
2/11
BRIDGE DESIGN TRANSVERSE CONSTRUCTION
Plate Number:
JOINT IN SLAB
MANUAL 6.1.2
 1" 2"

1’
-10"

1"
2" 5"
See Pl
an Not
e1

MANUAL
2" 12"
1"Bevel
1"

Addi
ti
onal
top deckr
einf
orcement
(Typ.
)

CONNECTICUT
See Desi
gn Gui
del
ine 1

BRIDGE DESIGN
Rusti
cati
on
2"Rigi
d Metal #5 @ 1’
-0" Detai
l
Condui
tin St
ruct
ure
(
ifrequi
red) 110

3
’-

1’- 4"
0
"
See "
Rust
icat
ion
Det
ail
" 3’
-0" 1’- 10"
8 -#5
2’- 8"
2’-11"

3"Bi
tumi
nousConcr
ete

1’- 6"
Overl
ayon Membr
ane

Splice

1’ - 2"
Waterpr
oof
ing
6"

7"

3"

Mandatory

32" HIGH
const
ruct
ion

3’- 8"(See Design Guideline 2)

j
oint
,roughen
sur
face

STANDARD PARAPET
0"
Top deck
r
einf
orcement
3" 4"
See Desi
gn
Gui
del
ine 3
{ ~1"Dr
ip

See
1’- 2" Design
Guideline 2

Issue Date:

Plate Number:
Revision Date:
Not
e: For Pl
an Not
es and Desi
gn Gui
del
ines,See pl
ate No. 6.
2.4

6.2.1
2/11
10/03
 1’
-11"
1"Bevel Addi
ti
onal
deckr
einf
orcement See Pl
an Not
e1
(
Typ.
) 2" 3 "
t
op, See Desi
gn
1’
-0" 5"
Gui
del
ine 1

1" 2"

MANUAL
#6 @ 1’
-0"
1"

CONNECTICUT
BRIDGE DESIGN
10 -#7

2"Ri
gid Met
alCondui
t
i
n St
ruct
ure
1"

2’- 2"
(
Ifrequi
red)

2’- 8"
#6 @ 1’
-0"
See "
Rust
icat
ion Rust
icat
ion
3’- 6"
3’- 9"

Det
ail

3
Det
ail
" 110

’-0
"
3’
-0"
3"Bit
uminousConcr
ete
Overl
ayon Membrane

1’- 6"
splice

1’- 2"
Waterpr
oofi
ng
6"

7"

3"

42" HIGH
4’- 6"(See Design Guideline 2)
Mandat
ory
const
ruct
ion
j
oint
,roughen

STANDARD PARAPET
sur
face

0"
Top deck 3" 4"
rei
nfor
cement
See Desi
gn
{ ~1"Dr
ip
Gui
del
ine 3

2" Design
Not
e: For Pl
an Not
es and Desi
gn Gui
del
ines, See pl
ate No.6.
2.4

See

Issue Date:
Guideline 2
1’-

Plate Number:
Revision Date:

6.2.2
2/11
10/03
 1" 2"

1"

MANUAL
1"

CONNECTICUT
BRIDGE DESIGN
1’
-3" See Di
visi
on I
Rust
icat
ion
Det
ail 3" 1’
-0" #5 @ 1’-
0"in posit
ive momentregi
ons
1"Bevel #7 @ 6"in negat
ive momentregons
(
Typ.
)
#5 @ 1’
-0"
#5 @ 1’
-0"
2"Rigi
d Metal
Condui
tin St
ruct
ure Roughen top Tool
ed edge
(
Ifrequi
red) sur
face ofdeck 2"
Cover See Pl
an Not
e1

1’- 8" (*)

2’- 0" (**)
10 - #5
2’- 4" (*)
2’- 8" (**)
#4 t
ies
1"

See "
Rust
icat
ion @ 3’ -0"

1’ -0"
Det
ail
"
6"

PARAPET
3’- 8" (*) (See Design
4’- 0" (**) Guideline 2)

WITH SIDEWALK
Mandat ory
constucti
on j
oint
, See Desi
gn
roughen surf
ace Gui
del
ine 3 3"Bit
uminousConcr
ete
3" 4" Overl
ayon Membrane
Waterpr
oofi
ng
Addi
ti
onal
deckr
einf
orcementt
op,

1 -0"
See Design
Guideline 2
{ ~1"Dr
ip (
See Desi
gn Gui
del
ine 1)

Not
e: For Pl
an Not
es and Desi
gn Gui
del
ines, See pl
ate No.6.
2.4

Issue Date:
* with prot
ective f
ence

Plate Number:
Revision Date:
** wi
th pedest
rian rai
ling

6.2.3
2/11
10/03
 BRIDGE PLATE 6.3.1 DELETED, 2/2019

Issue Date:
10/03
CONNECTICUT Revision Date:
STANDARD SPLIT MEDIAN 2/19
BRIDGE DESIGN
BARRIER CURB (4'-9" HIGH) Plate Number:

MANUAL 6.3.1
 16’
-0" (
See Desi
gn Gui
del
ine 1)
Joi
ntseal
See Pl
an Not
e1 (RoadwayIt
em)
Fordet
ail
sofJoint
Devi
ce,see Sect
ion 10 2 "Cover 1’
-3"

MANUAL
3" Concr
ete
Pavement

2’- 0" *

CONNECTICUT
BRIDGE DESIGN
1 #5 @ 1’
-0"
3"
2 Cover
Nor
mal
to #6 @ 6"
backwal
l
{ Bear
ing 6" Pressure Rel
iefJoi
ntorbi
tuminous
approach pavement(Rdwy.It
ems)

SLAB DETAILS
BRIDGE APPROACH
PLAN NOTES:

1.3"bi
tumi
nousconcr
ete over
layon membr
ane wat
erpr
oof
ing

DESI
GN GUI
DELI
NES:

Issue Date:
1.On br i
dgeswith skew angl
e gr
eat
erthan 35,endsofapproach sl
absare

Plate Number:
Revision Date:
squar
ed offand t
hisdimensi
on i
sthe mini
mum lengt
h atthe short
estpoi
nt.

6.4.3.a
2/11
10/03
 Sawcut prior to removal
of Bituminous Concrete
See Design
Overlay (Typ)
Guideline 3
{ Joint
Bridging Plate - 8" x " min.
10" 10"
Bituminous Concrete Overlay
on Membrane Waterproofing.
Binder with aggregate
See Design
Guideline 3

Sealer
Locating Pin
Backer rod

Bridge Deck, Approach

Bridge Deck Joint opening Slab or Approach Pavement

PLAN NOTES:

1. Remove new bituminous concrete overlay and membrane waterproofing. Replace with
Asphaltic Plug Expansion Joint System. To be paid for under the item "Asphaltic Plug
Expansion Joint System". (See Special Provision)

DESIGN GUIDELINES:

1. Asphaltic Plug Expansion System shall be used at fixed and expansion joints
with computed movements from 0" to 1" based on a moderate climate in
accordance with AASHTO.

2. Asphaltic Plug Expansion joints shall be installed when the ambient air
temperature is between 40 F and 80 F.

3. Bituminous Concrete Overlay depth shall be indicated.

Issue Date:
10/05
CONNECTICUT Revision Date:
ASPHALTIC PLUG 2/11
BRIDGE DESIGN
EXPANSION JOINT SYSTEM Plate Number:

MANUAL 7.1.1a
 BRIDGE PLATES 7.2.1a THROUGH 7.2.1e DELETED, 2/2019

Issue Date:
10/03
CONNECTICUT Revision Date:
ELASTOMERIC CONCRETE 2/19
BRIDGE DESIGN
EXPANSION SYSTEM Plate Number:

MANUAL 7.2.1a
 #5 (
Epoxycoat
ed)(
Typ.
)

Cl
ass"
F"Concr
ete(
Typ.
) "Expansi
on j
oint

Bi
tuminousConcret
e 1’
-0" 9" 1’
-3"

MANUAL
Overl
ayon Membr ane Header Header Header
Waterpr
oof
ing. See { Finger
"x "

CONNECTICUT
Desi
gn Gui
del
ine

BRIDGE DESIGN
j
oint
Joi
ntSeal
3

For End ofSlab

Detail
s,see
Plat
e No.7.3.
2

Mechani
cal
dowel #4 @ 1’
-0"
barspl
i
cer For Approach
Slab Detail
s
See Section 6

AT ABUTMENT
FINGER JOINT DETAILS
For BackwallDetai
ls
See Plate 7.
3.3
DESI
GN GUI
DELI
NES:

1. Fi
nger j
oints to be used for j
ointm ovem entgreat
er t
han 4" atpedest
alt
ype abut
m ent
s onl
y,
(See Pl
at es 3.
1.2a t
hru 3.1.
2e)

2. Al
lstructuralsteel
,wel
dabl
e bars and anchor bol
ts shal
lbe i
ncl
uded i
n t
he pay i
tem f
or

Issue Date:
"Finger Joint".

Plate Number:
Revision Date:

7.3.1
2/11
10/03
3. Dept
h ofBi
tum i
nous Overl
ay shal
lbe i
ndi
cat
ed.
 Install Modular Joint, see special
Bituminous Concrete provision "Prefabricated Expansion
Overlay on Membrane Joint (Movement Capacity ( _ __)")"
Waterproofing.
See
Design Guideline 6 { Joint 1’ -0" Concrete
header (Typ.)
3 - #6 Bars
(Typ.) 2" Cover
(Typ.)

PLAN NOTES:
TYPICAL SECTION

1. See special provision "Prefabricated Expansion Joint (Movement Capacity ( _ ) ")".

DESIGN GUIDELINES:

1. The temperature range used for computation of movement shall

be based on a moderate climate in accordance with AASHTO.

2. The required movement capacity of each joint shall be

determined by the Designer and shown on the plans.

3. The contract plans shall show a blocked out area for the
Modular Joint. The manufacturer will be responsible for the
joint and anchorage details in accordance with the special
provisions.

4. Modular joints should be used for joint movements greater

than 4" at piers.

5. Depth of Bituminous Concrete overlay shall be indicated.

Issue Date:
10/03
CONNECTICUT Revision Date:
MODULAR EXPANSION 2/11
BRIDGE DESIGN
JOINT SYSTEM Plate Number:

MANUAL 7.4.1
 BRIDGE PLATES 7.5.1a THROUGH 7.5.1e DELETED, 2/2019

Issue Date:
10/03
CONNECTICUT SILICONE Revision Date:
2/19
BRIDGE DESIGN EXPANSION Plate Number:

MANUAL JOINT SYSTEM 7.5.1a

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