Road & Bridge Design Publications DESIGN MANUAL ROAD DESIGN 6.03.09A1b (continued) Hot Mix Asphalt...

Road & Bridge Design Publications

Monthly Update – December 2015

1

Revisions for the month of December are listed and displayed below. The special detail index from November will remain in effect. E-mail questions related to the road changes to [email protected]. E-mail questions related to bridge changes to [email protected]. Road Design Manual 6.03.09: HMA Mix Selection Guidelines: Major revisions to the updated guidelines include: application table revisions, a recommendation that high stress HMA not be used for less than 500 tons of leveling or top course, columns in the non-mainline paving table for “street approaches & wedging” and “hand patching & private drive approaches”, and notes regarding the use of 5E3 or 5E10 for hand patching when using GGSP. See the following pages for highlights of the changes. 14.11: Design Exceptions: Section was updated to formally implement and introduce the new ProjectWise design exception process. Bridge Design Manual 7.03.01 B.4.d. (LFD & LRFD): Added open graded drainage course (OGDC) as base option for bridge approach items. 7.03.01 B.4.f. (LFD & LRFD): Added criteria for approach slab lengths and skew angles. 8.05 N. (LFD & LRFD): Updated note to correspond to Standard Plan R-126-Series and Bridge Design Manual section 7.06.01 for guidance on placement of temporary barrier. Updates to MDOT Cell Library, Bridge Auto Draw Program, etc., may be required in tandem with some of this month's updates. Until such updates to automated tools can be made, it is the designer's/detailer's responsibility to manually incorporate any necessary revisions to notes and plan details to reflect these revisions.

MICHIGAN DESIGN MANUAL

ROAD DESIGN

6.03.09 (revised 12-28-2015) Hot Mix Asphalt (HMA) Mixture Selection Guidelines This guide is to aid in the selection of Hot Mix Asphalt (HMA) mixtures, asphalt binders and Aggregate Wear Index values. It is the ultimate responsibility of the Region Soils/Materials Engineer to provide appropriate hot mix asphalt and thickness recommendations. Any questions regarding these guidelines should be addressed to either the HMA Unit or the Pavement Design Engineer in the Construction Field Services Division. A. Rehabilitation, Reconstruction (R&R)

and New Construction Projects 1. Mainline Paving a) Mixture Selection All mainline paving shall be composed of Superpave mixtures; exceptions do exist for the Capital Preventive Maintenance Program (CPM) (see Section 6.03.09B). Computed Design BESAL’s (HMA Equivalent Single Axle Load) will be used to identify the appropriate Superpave mixture type.

6.03.09A1a (continued)

Superpave Mix Type

Design BESAL (millions)

E03/LVSP Less than 0.3

E1 Between 0.3 and 1.0





GGSP Between 10.0 and 100.0

GGSP is to only be used as a top course mixture. Design BESAL’s are calculated using the following information: Commercial Traffic Traffic Growth Rate Lane Distribution of Commercial Traffic BESAL Axle Load Equivalency for Flexible

Pavement Total accumulated BESAL’s for 20 year

design The method for calculating ESAL’s for flexible pavements (BESAL’s) is explained in the AASHTO Guide for Design of Pavement Structures, 1993. Design BESAL’s should be requested from the Project Planning Section of the Project Planning Division. The Pavement Design Engineer of the Pavement Management Section of the Construction Field Services Division can provide an approximate BESAL value (for estimating purposes only). Show the 20 year design BESAL’s on the design plans. b) Superpave Mixture Number Designation and Thickness Guidelines After mixture selection has been determined, based on design BESAL’s, the mixture number for use in the various pavement courses can be determined. The mixture number will be 2, 3, 4 or 5 depending on the nominal maximum size aggregate. Following are the mixture numbers, minimum/maximum application rates and course type application:


ROAD DESIGN

6.03.09A1b (continued) Hot Mix Asphalt (HMA) Mixture Selection Guidelines

Mixture # Minimum

Application Maximum

Application Course

Application

2 435 lbs/syd 550 lbs/syd Base

3 330 lbs/syd 410 lbs/syd Base and/or Leveling

4 220 lbs/syd 275 lbs/syd Leveling and/or Top

5 165 lbs/syd 220 lbs/syd Top

LVSP 220 lbs/syd 330 lbs/syd Base

LVSP 165 lbs/syd 250 lbs/syd Leveling and/or Top

GGSP (⅜” Nom. Max.) 165 lbs/syd 225 lbs/syd Top

GGSP (½” Nom. Max.) 220 lbs/syd 275 lbs/syd Top

ASCRL 255 lbs/syd 425 lbs/syd Base

NOTES: 1. Estimated application rate of 110 lbs/syd. per inch of compacted thickness. When using GGSP

contact the HMA Unit at the Construction Field Services Division for the estimated application rate. When using ASCRL the estimated application rate is 85 lbs/syd per inch of compacted thickness.

2. Pavement designs requiring greater thickness than the specified maximum will require multiple lifts.

3. Crush and Shape: Use a minimum of two lifts over crushed materials. A minimum of 220 lbs/syd for the first lift is required for construction purposes.

4. Rubblized Concrete: The first lift over the rubblized concrete will be a minimum of 220 lbs/syd. For freeways and divided highways, traffic should not be allowed on the rubblized section until at least two courses have been placed. In those situations where the rubblized roadway must be opened to traffic at the end of each day, traffic may be allowed on the first course provided there is a minimum thickness of 265 lbs/syd.

The following are the Superpave definitions for Top, Leveling and Base course. This definition should be referred to when making the asphalt binder and mixture selections: The Top and Leveling courses are defined as the mixture layers within 4 inches of the surface; the base course is defined as all layers below 4 inches of the surface. For mixture layers which fall within the 4 inch threshold, the following rule should apply:

If less than 25% of a mixture layer is within 4 inches of the surface, the mixture layer should be considered to be a base course.


ROAD DESIGN

6.03.09A1b (continued) Hot Mix Asphalt (HMA) Mixture Selection Guidelines Below are examples of Superpave Pay Items and descriptions: HMA 3E10 - A leveling or base course with a minimum application rate of 330 lbs/syd on a project that has design BESAL’s between 3 and 10 million HMA 4E03 - A top or leveling course with a minimum application rate of 220-lbs/syd on a project that has design BESAL’s less than 0.3 million c) High Stress HMA High Stress HMA is to be used at locations that are susceptible to rutting early in a pavement’s life. This typically occurs at signalized intersections, areas of stop/start traffic, roundabouts and areas where there are high levels of commercial turning movements. The difference between the High Stress HMA and the typical Superpave HMA is the Performance Graded binder. High Stress HMA requires the upper temperature limit to be increased one level as can be seen in the Asphalt Binder Selection tables of Section D. The increase in the high temperature number results in an asphalt binder with improved high temperature stiffness or rutting resistance for both the leveling and top course. High Stress HMA is only applicable for top and leveling courses. Application Guide: Use High Stress HMA 1000 feet on either

side of the center of signalized intersections, other areas where stop/start traffic occurs, and at locations that experience high levels of commercial traffic turning movements (for quantity calculations use 1100 feet).

6.03.09A1c (continued)

Intersecting roads and commercial drives that are adjacent to the High Stress HMA mainline should use High Stress HMA Approach.

Use High Stress HMA between signalized

intersections when they are spaced 1 mile or less.

Use High Stress HMA Approach for the

circulating lanes and the entry and exit legs of a roundabout to the point where the roadway returns to the normal approach road width.

When developing plans the designer should set up the pay item of High Stress HMA. Standard pay items exist for all Superpave Mix Types that are applicable to High Stress HMA. When the pay item of High Stress HMA is set up on a project the applicable frequently used special provision should be included in the proposal. Additionally, the appropriate High Stress binder grade must be identified in the HMA Application Estimate Table. It is recommended that High Stress HMA not be used for quantities of less than 500 tons of individual leveling or top course mixture. d) Asphalt Binder Selection The following pages contain the Asphalt Binder usage table for all Superpave mixtures and High Stress HMA. Asphalt Binders with the suffix P denotes that polymer modified performance grade binder is required. It is the responsibility of the designer to select the appropriate binder for each mixture and course. The selected binder (including the suffix P when applicable) needs to be clearly identified in the binder column of the HMA Application Estimate Table. Be sure to add the Special Provision for POLYMER MODIFIED PERFORMANCE GRADE BINDERS to the proposal.


ROAD DESIGN

6.03.09A1d (continued) Hot Mix Asphalt (HMA) Mixture Selection Guidelines North, Grand, Bay, Southwest and University Region

Mixture Type HMA Mainline High Stress HMA

E30, E50, GGSP

PG 70-28P PG 64-22

Top & Leveling Course Base Course

PG 76-28P PG 64-22


E10 PG 64-28 PG 58-22


PG 70-28P PG 58-22


E3 PG 64-28 PG 58-22


PG 70-28P PG 58-22


LVSP, E03, E1 PG 58-28 PG 58-22


PG 64-28 PG 58-22


Superior Region


E10 PG 58-34 PG 58-28


PG 64-34P PG 58-28


LVSP, E03, E1, E3

PG 58-34 PG 58-28


PG 64-34P PG 58-28


Metro Region


E30, E50, GGSP

PG 70-22P PG 64-22


PG 76-22P PG 64-22


E10 PG 64-22 PG 58-22


PG 70-22P PG 58-22


E3 PG 64-22 PG 58-22


PG 70-22P PG 58-22


LVSP, E03, E1 PG 58-22

Top, Leveling & Base Course

PG 64-22 PG 58-22


NOTES:

1. For shoulders paved greater than or equal to 8 feet or in a separate operation, use PG 58-28 for all Regions.

2. For Temporary Roads, commercial and private Approaches, Wedging, Ramps and Hand Patching, use PG 64-22 for all Regions except Superior and North, use PG 58-28.


ROAD DESIGN

6.03.09A (continued) Hot Mix Asphalt (HMA) Mixture Selection Guidelines 2. Non-Mainline Paving Non-mainline mixture selection should be based on the following table:

Design BESAL’s (millions) Mainline

Shoulders > 8' or shoulders paved in a separate operation

All Courses (3)

Ramps and Temporary Roads All Courses

(1)

Street Approaches

and Wedging (2) (4) (5)

Hand Patching and Private Drive Approaches

(6)

Mixture Type

Application Rate

Mixture Type

Application Rate

Mixture Type

Mixture Type

< 10.0 LVSP/E03 Top LVSP/E03 Lev

165-220 lbs/syd 220-250 lbs/syd

LVSP/E03 Top LVSP/E03 Lev

165-220 lbs/syd 220-250 lbs/syd

Mainline Top Course

LVSP

> 10.0

5E3 Top 4E3 Top

165-220 lbs/syd 220 lbs/syd

5E3 Top 4E3 Top


Mainline Top Course

Mainline Top Course

or LVSP

4E3 Level 3E3 Level


4E3 Level 3E3 Level


3E3 Base 2E3 Base

330-410 lbs/syd 435-540 lbs/syd

3E3 Base 2E3 Base

330-410 lbs/syd 435-540 lbs/syd

NOTES:

(1) There are cases where the mainline mixture may be used on the ramps. Example: Ramps with high traffic volume resulting in frequent periods of slow moving and standing load applications or when reducing the number of mixes on a project.

(2) The appropriate shoulder or mainline mixture (determined from 20 year design BESAL’s)

may be used on driveways and low traffic volume approaches.

(3) Shoulders paved integrally with the mainline will use the same mix as used on the mainline.

(4) If more than one mixture and/or binder combination is required for HMA approach, it

should be clearly shown in the HMA Application Estimate Table.

(5) Show the mixture type for Hand Patching in the HMA Application Estimate Table.

(6) When using GGSP, use 5E3 or 5E10 for hand patching.


ROAD DESIGN

6.03.09 (continued) Hot Mix Asphalt (HMA) Mixture Selection Guidelines B. Capital Preventive Maintenance Projects (CPM) Mainline and Non-Mainline Paving Selection is based on present day two-way commercial ADT. This table is to be used for CPM

projects only.

Mixture Type and Binder Selection

Commercial ADT 0 - 300

Commercial ADT301 – 700

Commercial ADT701 – 1000

Commercial ADT 1001 – 3400

Commercial ADT> 3401

LVSP/E03 5E1 5E3 5E10 GGSP or 5E30

PG 58-28* PG 58-28* PG 64-28* PG 64-28* PG 70-28P*

* Use PG 58-34 asphalt binder in the Superior Region for full depth flexible pavements. Use PG 58-28 asphalt binder in the Superior Region for composite pavements. NOTES: For shoulder paving, use a LVSP or E03 mixture. For mainline paving the application rate is 165 lbs/syd (1½” compacted thickness) for all mixes

unless approved by the CPM Engineer. For shoulder paving the maximum application rate is 330 lbs/syd (3” compacted thickness).

For hand patching, use the appropriate mainline mixture. Use a PG 58-28 binder for all regions.

When using GGSP, use 5E3 or 5E10 for hand patching. C. Aggregate Wear Index (All R&R, CPM and New Construction

Projects) Aggregate Wear Index (AWI) is required for all aggregates used in bituminous top course mixtures. The following table identifies the required minimum AWI, based on the present average daily traffic (vehicular and commercial) per lane (ADT/Lane):

ADT/Lane Minimum AWI

< 100 None

100 – 2000 220

> 2000 260

It is the responsibility of the designer to select the appropriate AWI for each top course mixture. When a bituminous top course mixture requires an AWI, the appropriate number corresponding to each top course mixture should be clearly identified in the HMA Application Estimate Table.


ROAD DESIGN

14.10 (continued) SCOPE VERIFICATION MEETING NOTE: At this stage, the Project Manager should check to see if the project is required to be on the STIP (Statewide Transportation Improvement Plan). This may be done by accessing: MPINS Job Locator Job (type in job number) Road/Bridge Info [ I ] If the STIP Req. indicates yes, the project is required to be on the STIP. If the STIP Ind. has 9800 or 9901,etc. The project has been placed on the 3 year STIP indicated. If the STIP Ind. is blank, but the STIP Proposed indicates yes, the project has been proposed for placement on the latest STIP. Project Managers needing clarification concerning the status of the STIP should contact Statewide Planning Section of the Statewide Transportation Planning Division in the Bureau of Transportation Planning. 14.11 (revised 12-28-2015) DESIGN EXCEPTIONS After the scope verification meeting is held and the project scope has been agreed upon, the Project Manager should identify any Design Exceptions to MDOT standards that will be utilized in the design of the project. Exceptions to MDOT design standards should be identified, and, ideally, completed during the scoping process. However, if this has not been done, a Design Exception Request (Form FC26) should be completed. The Project Manager should consult with the Geometrics Unit of the Design Division when identifying and developing justification for design exceptions. Previously completed Design Exceptions should also be reviewed for accuracy and revised at this time.

14.11 (continued) The Project Manager should request that Design Exception folders be created in ProjectWise under the project number by e-mailing [email protected] with a link to the project or by providing the TSC and the Job Number. Consultant access to ProjectWise should also be requested at this time, if necessary. Three DE folders (MDOT, PoDI, & File Only) will be created for each project, based on possible oversight and type of Design Exception. The folders will be located under “Supporting Documents” and “Design Exception”. For each design exception submitted, the Project Manager should place a single Adobe (.pdf) file (no attachments) containing the Design Exception Form, a site specific crash analysis, and other supporting documents into the folder which matches the project oversight and Design Exception type. The Design Exception Form should be flattened (no longer fillable). However, the Project Manager should also save a copy of the fillable form for future revisions. Changing the "state" of the document to "next" will shift control of the document to the Design Exception Coordinator for comments. The Project Manager should address the e-mail that appears after changing state, to the DE Coordinator (while maintaining the E-proposal address) to indicate that a Design Exception has been submitted A similar return e-mail indicates that control has shifted back to the Project Manager with comments provided. Revised documents should be inserted into the Adobe file with comment sheets deleted. Electronic signatures are added to the Design Exception, Crash Analysis, and Crash Analysis Approval Memo (if necessary) only after all changes are made and the documents are ready to be reviewed by the Engineer of Design.


ROAD DESIGN

14.11 (continued) For projects with “MDOT Oversight” (formerly known as exempt projects), the completed Design Exception Request (Form FC26) must be approved and signed by the Engineer of Design. For Projects of Division Interest (PoDI), (formerly known as “FHWA Oversight” or non-exempt projects), the completed Design Exception Request (Form FC26) must be approved and signed by the Engineer of Design and subsequently approved by the FHWA Area Engineer. The Design Exception Request (Form FC26) and instructions (Form FC26Instructions) for completing the form are available on the MDOT website. For additional information see Sections 3.09.02C, 3.10.03, 3.11.02D and 3.11.03B. 14.12 (revised 10-22-2012) REQUEST FOR SURVEY / MAPPING (PPMS Task Descriptions 3310, 3320, 3330, 3340, 3350 & 4510) Once the scope is verified, the need for a ground survey and/or aerial photography and/or laser scanning for mapping should be determined. Requests for this work can be made by the Region System Manager, Project Manager, or the Design Unit Leader. Ideally, the need for, and the requirements of, survey and mapping on a project should be discussed and agreed upon at the Scope Verification Meeting. If Right of Way may be acquired for the project, an early control survey should be ordered immediately to enable Real Estate personnel to begin landowner contact and reduce the timeline through the critical path. This early control survey would consist of horizontal survey control being set throughout the project area, government corners being tied in to the coordinate system, and enough property corners being tied to develop approximate non-legal ROW and property lines throughout the project area.

14.12 (continued) The Survey/Mapping Action Request (Form 0226) should be used to initiate the work. If survey and/or mapping work was ordered and completed during the Call-for-Projects process and additional information is required, a pick-up survey can be ordered using the above forms. All survey requests should be directed to the Supervising Land Surveyor or Region Surveyor. The Region will decide whether to do the project themselves or request assistance from Lansing survey staff, either in the field or in the hiring consultant surveyors. This should be done as soon as possible to allow for the survey and mapping to be completed in a timely manner that does not impact the project’s critical path. When ordering survey or mapping work for complex projects, the requestor should consider all the disciplines involved and consolidate all of the survey needs prior to submitting a request. These disciplines may include such areas as bridges, hydraulics, utilities, electrical, railroads, signals, ADA, etc. This can save considerable time and effort by eliminating additional pick-up surveys and the resulting complications created when tying in multiple survey alignments and data. Coordination of field survey data is necessary to support design. In order to ensure the necessary detail and accuracy for a set of plans, the Project Manager should discuss all requirements with the Supervising Land Surveyor or designated Survey Project Manager of Photogrammetry and Surveys. This will allow the most efficient methods to be used to obtain the field data. Listed below are definitions for the different types of survey information that may be requested on the Survey/Mapping Action Request (Form 0226).


BRIDGE DESIGN – CHAPTER 7:LRFD

7.03.01 (continued) Abutment Design B. Types 4. Integral and Semi - Integral Abutments Integral and semi-integral abutments shall

be used where practical to avoid deck joints. (5-1-2000)

Integral Abutment Abutment walls (stub type) supported by

one row of piles that allow movement through pile flexure (see Bridge Design Guide 6.20.04 series). Walls shall be a minimum of 5'-0" and 12'-0" maximum in height. The H-Pile webs shall be oriented parallel to the bridge reference lines and embedded 30" into the abutment wall. Upon recommendation from Geotechnical Services Section pile holes shall be prebored. In general, integral abutments do not have return wingwalls.

A separate design analysis needs to be

performed on the abutment wall for active and passive pressures. Additional vertical dowels may be required at the abutment and backwall interface to resist the active surcharge and the passive resistance that have been introduced into the wall from bridge expansion. Additional vertical reinforcement may be required in the abutment wall and should also be designed. The pile spacing may need to be adjusted to prevent shear stress failure in the pile.

Due to scour considerations, the designer

should usually avoid using Integral abutments at stream crossings. (5-1-2000)

Semi-Integral Abutment Conventional abutment walls fixed in

position with expansion and contraction movement of the bridge superstructure (see Bridge Design Guide 6.20.04 series). Abutments with a single row of piles should not be used.

7.03.01 (continued) The following design criteria are valid for both types of abutments. a. Steel bridges are to be less than 300'-0"

and concrete bridges are to be less than 400'-0" in length.

b. Use approach slab details on Standard

Plan R-45-Series when the length of bridge contributing to expansion at an abutment is less than 50'-0" for concrete beam bridges and less than 25'-0" for steel beam bridges. (8-20-2009)

c. Angle of crossing shall be 60 degrees

minimum and 120 degrees maximum. See Section 7.01.14 for MDOT skew policy. (12-5-2005)

d. Backfill shall be “Backfill, Structure, CIP”

as per Standard Specifications. Place aggregate base or open graded

drainage course (OGDC) over structure backfill to support approach slabs, sleeper slabs and approach curb and gutter.

(10-22-2012) (12-28-2015) e. Pavement seats shall be 6" max and

cantilevered pavement seats shall be avoided.

MICHIGAN DESIGN MANUAL BRIDGE DESIGN - CHAPTER 7: LRFD

7.03.01 (continued) Abutment Design B. Types 4. Integral and Semi-Integral Abutments f. Approach slabs shall be 20'-0" in length

whenever possible. Approach slabs with independent

backwalls can be 6’-6” minimum length. For design speeds greater than 45 mph (posted > 40 mph) approach slabs should be as near to 20’ (measured along roadway centerline) as project and geometric limitations allow. Use shorter approach slab length (6’-6” min) if service road is in close proximity to the bridge abutment. (12-28-2015)

Slab ends at abutments with skew angle

of 30° or less can maintain abutment skew angle at sleeper slab and end of slab. Slab ends at abutments with skew angle greater than 30° should have the sleeper slab and end of slab perpendicular (90°) to the roadway centerline. (12-28-2015)

Cast from sleeper slab towards reference

lines at night with “Superstructure Concrete, Night Casting,” and match the road approach thickness (9" minimum).

Consideration shall be given to a 20’

concrete approach pavement as detailed on Standard Plan R - 43&45 - Series located on the road approach side of the sleeper slab (especially with approach slabs less than 20’ in length).(10-22-2012)

Designate approach slabs as separate

pours in the pour sequence of the superstructure. (9-21-2015)

See Bridge Design Guide 6.20.03A, .03B, .03C, 6.20.04 & .04B for approach slab details. (12-28-2015)

7.03.01 (continued) g. Continue bottom mat of steel 2'-0" past

reference line into the approach slab. h. Add extra reinforcement over beams at

the reference line that extend 2'-0" into the approach slab and 2'-0" into the bridge deck slab.

i. Attach approach curb and gutter to the

approach slab with bottom mat transverse reinforcement and to the bridge deck with bottom mat longitudinal reinforcement. Do not attach curb and gutter to the approach slab or the bridge deck on structures with return wingwalls.

j. A sleeper slab shall be used with all

approach slabs (except when Standard Plan R-45-Series approach is used) and shall have a stub (including hot mix asphalt (HMA) pavements). Concrete to concrete slabs shall have an EJ3 (or EJ4) joint on the bridge side of the stub and an E3 joint on the road side. Concrete to HMA slabs shall have an EJ3 (or EJ4) joint on the bridge side of the stub and no joint on the road (HMA) side. Provide elevations along stub of sleeper slab at construction centerline, lane lines and edge of metal. Provide elevations at toe of curb/barrier and top of curb if present. (12-5-2005) (9-21-2015)

MICHIGAN DESIGN MANUAL BRIDGE DESIGN

7.03.01 (continued) Abutment Design B. Types 4. Integral and Semi - Integral Abutments Integral and semi-integral abutments shall

be used where practical to avoid deck joints. (5-1-2000)

Integral Abutment Abutment walls (stub type) supported by

one row of piles that allow movement through pile flexure (see Bridge Design Guide 6.20.04 series). Walls shall be a minimum of 5'-0" and 12'-0" maximum in height. The H-Pile webs shall be oriented parallel to the bridge reference lines and embedded 30" into the abutment wall. Upon recommendation from Geotechnical Services Section pile holes shall be prebored. In general, integral abutments do not have return wingwalls.

A separate design analysis needs to be

performed on the abutment wall for active and passive pressures. Additional vertical dowels may be required at the abutment and backwall interface to resist the active surcharge and the passive resistance that have been introduced into the wall from bridge expansion. Additional vertical reinforcement may be required in the abutment wall and should also be designed. The pile spacing may need to be adjusted to prevent shear stress failure in the pile.

Due to scour considerations, the designer

should usually avoid using Integral abutments at stream crossings. (5-1-2000)

Semi-Integral Abutment Conventional abutment walls fixed in

position with expansion and contraction movement of the bridge superstructure (see Bridge Design Guide 6.20.04 series). Abutments with a single row of piles should not be used.

7.03.01 (continued) The following design criteria are valid for both types of abutments. a. Steel bridges are to be less than 300'-0"

and concrete bridges are to be less than 400'-0" in length.

b. Use approach slab details on Standard

Plan R-45-Series when the length of bridge contributing to expansion at an abutment is less than 50'-0" for concrete beam bridges and less than 25'-0" for steel beam bridges. (11-28-2011)

c. Angle of crossing shall be 60 degrees

minimum and 120 degrees maximum. See Section 7.01.14 for MDOT skew policy. (12-5-2005)

d. Backfill shall be “Backfill, Structure, CIP”

as per Standard Specifications. Place aggregate base or open graded

drainage course (OGDC) over structure backfill to support approach slabs, sleeper slabs and approach curb and gutter.

(10-22-2012) (12-28-2015) e. Pavement seats shall be 6" max and

cantilevered pavement seats shall be avoided.


BRIDGE DESIGN

7.03.01 (continued) Abutment Design B. Types 4. Integral and Semi-Integral Abutments f. Approach slabs shall be 20'-0" in length

whenever possible. Approach slabs with independent

backwalls can be 6’-6” minimum length. For design speeds greater than 45 mph (posted > 40 mph) approach slabs should be as near to 20’ (measured along roadway centerline) as project and geometric limitations allow. Use shorter approach slab length (6’-6” min) if service road is in close proximity to the bridge abutment. (12-28-2015)

Slab ends at abutments with skew angle

of 30° or less can maintain abutment skew angle at sleeper slab and end of slab. Slab ends at abutments with skew angle greater than 30° should have the sleeper slab and end of slab perpendicular (90°) to the roadway centerline. (12-28-2015)

Cast from sleeper slab towards reference

lines at night with “Superstructure Concrete, Night Casting,” and match the road approach thickness (9" minimum).

Consideration shall be given to a 20’

concrete approach pavement as detailed on Standard Plan R - 43&45 - Series located on the road approach side of the sleeper slab (especially with approach slabs less than 20’ in length).(10-22-2012)

Designate approach slabs as separate

pours in the pour sequence of the superstructure. (9-21-2015)

See Bridge Design Guide 6.20.03A, .03B, .03C, 6.20.04 & .04B for approach slab details. (12-28-2015)

7.03.01 (continued) g. Continue bottom mat of steel 2'-0" past

reference line into the approach slab. h. Add extra reinforcement over beams at

the reference line that extend 2'-0" into the approach slab and 2'-0" into the bridge deck slab.

i. Attach approach curb and gutter to the

approach slab with bottom mat transverse reinforcement and to the bridge deck with bottom mat longitudinal reinforcement. Do not attach curb and gutter to the approach slab or the bridge deck on structures with return wingwalls.

j. A sleeper slab shall be used with all

approach slabs (except when Standard Plan R-45-Series approach is used) and shall have a stub (including hot mix asphalt (HMA) pavements). Concrete to concrete slabs shall have an EJ3 (or EJ4) joint on the bridge side of the stub and an E3 joint on the road side. Concrete to HMA slabs shall have an EJ3 (or EJ4) joint on the bridge side of the stub and no joint on the road (HMA) side. Provide elevations along stub of sleeper slab at construction centerline, lane lines and edge of metal. Provide elevations at toe of curb/barrier and top of curb if present. (12-5-2005) (9-21-2015)

MICHIGAN DESIGN MANUAL BRIDGE DESIGN - CHAPTER 8: LRFD

8.05 (continued) GENERAL PLAN OF STRUCTURE SHEET L. A cofferdam has not been provided for

this structure. Other means of water control may be used, as approved by the Engineer, provided they do not disturb the stream bed. Water control, whether it be by cofferdam or other approved means, will be included in the bid item “Excavation, Fdn”. [Use on stream crossings when water control measures other than a cofferdam are appropriate. See Subsection 7.03.04.] (12-5-2005)

M. The tremie seal design was based on a

water surface at El. . N. Placement of (standard) (and) (limited

deflection) temporary barrier shall be according to (Standard Plan R-53-Series,) Standard Plan R-126-Series or as approved by the Engineer. (Placement of portable water-filled barrier shall be as specified by the Engineer.) [Use on all projects requiring standard temporary barrier, limited deflection temporary barrier, and/or portable water-filled barrier. Modify paragraph as needed depending on the temporary barrier type(s) required on each project. Delete references to Standard Plan R-53-Series when limited deflection temporary barrier is not required according to Standard Plan R-126-Series. Place note on staging sheet(s) where applicable.]

(12-5-2005) (12-28-2015) O. The riprap quantity is based on the lateral

dimensions of the area to be protected, regardless of the number of layers required. The estimated weight of riprap is tons. (9-18-98)

P. Alternate methods of stream diversion

shall be submitted to the Engineer for approval. [Use when stream diversion method is detailed on Plan Sheet.]

(9-18-98)

8.05 (continued) Q. Place riprap from El to El .

[Place this note in the vicinity to which it applies, when lateral limits are not fixed.]

R. False decking shall include the area

bounded by (Reference Lines & ) (edges of shoulders) and outside flange fascias of Beams & . The estimated area is ____square feet during removal (and ____square feet during proposed construction). [Detail limits on the plans and include areas in note.] (12-5-2005)

S. Items cast into structural precast concrete

to facilitate bridge construction (forming, finishing, etc.) shall be galvanized or epoxy coated. [Use for box and three-sided culverts, MSE walls, sound walls, precast bridge element systems, etc.]

(6-17-2013) T. Do not use wheeled, roller based or

machine mounted compaction equipment to compact the subgrade, subbase, and base within 10’ of the sleeper slab after it is built. Use only hand/plate compactors. Contact pressure of compaction equipment shall not exceed 10 psi. [Use on all projects with a sleeper slab.]

(3-17-2014) U. Design headwalls to develop an ultimate

moment capacity (about the horizontal axis) to resist a horizontal load of 24 k (kips) distributed over 3.5 feet applied 32 inches above top of pavement, and to develop an ultimate moment capacity (about the vertical axis) of 16.7 kft (kip feet), per foot of headwall height. Design headwall connection to deck and/or other precast units to resist these loads. Space blockouts for thrie beam guardrail at a distance of 10’-7¾” or less, center to center, along headwall. [Use when thrie beam guardrail is attached to the culvert headwalls and/or return walls. Use with Standard Plan B-23-Series.](5-27-2014)

MICHIGAN DESIGN MANUAL BRIDGE DESIGN

8.05 (continued) GENERAL PLAN OF STRUCTURE SHEET I. The maximum foundation pressures are

calculated to be: Avg. D.L. only Case Abutments psf Piers psf Avg. D.L. + L.L. Case Abutments psf Piers psf

[Note only on Preliminary Plans][Use Avg. D.L. Case for cohesive soils only.]

J. For details of slope protection, see

Standard Plan B-102-Series. K. The allowable fatigue stress range is

based on a design life of 75 years (and an average daily truck traffic of ). [Use for steel bridges only and add ADTT if applicable/available.] (8-6-92) (3/16/15)

L. A cofferdam has not been provided for

this structure. Other means of water control may be used, as approved by the Engineer, provided they do not disturb the stream bed. Water control, whether it be by cofferdam or other approved means, will be included in the bid item “Excavation, Fdn”. [Use on stream crossings when water control measures other than a cofferdam are appropriate. See Subsection 7.03.04.] (12-5-2005)

M. The tremie seal design was based on a

water surface at El. .

8.05 (continued) N. Placement of (standard) (and) (limited

deflection) temporary barrier shall be according to (Standard Plan R-53-Series,) Standard Plan R-126-Series or as approved by the Engineer. (Placement of portable water-filled barrier shall be as specified by the Engineer.) [Use on all projects requiring standard temporary barrier, limited deflection temporary barrier, and/or portable water-filled barrier. Modify paragraph as needed depending on the temporary barrier type(s) required on each project. Delete references to Standard Plan R-53-Series when limited deflection temporary barrier is not required according to Standard Plan R-126-Series. Place note on staging sheet(s) where applicable.]

(12-5-2005) (12-28-2015) O. The riprap quantity is based on the lateral

dimensions of the area to be protected, regardless of the number of layers required. The estimated weight of riprap is tons. (9-18-98)

P. Alternate methods of stream diversion

shall be submitted to the Engineer for approval. [Use when stream diversion method is detailed on Plan Sheet.]

(9-18-98) Q. Place riprap from El to El .

[Place this note in the vicinity to which it applies, when lateral limits are not fixed.]

R. False decking shall include the area

bounded by (Reference Lines & ) (edges of shoulders) and outside flange fascias of Beams & . The estimated area is ____square feet during removal (and ____square feet during proposed construction). [Detail limits on the plans and include areas in note.] (12-5-2005)

Road & Bridge Design Publications DESIGN MANUAL ROAD DESIGN 6.03.09A1b (continued) Hot Mix Asphalt...

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